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1-7-1869 Letter of the Secretary of the Interior, communicating, in compliance with a resolution of the Senate of the 5th instant, the annual reports of the several Pacific air lroad companies
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Recommended Citation S. Exec. Doc. No. 10, 40th Cong., 3rd Sess. (1869)
This Senate Executive Document is brought to you for free and open access by University of Oklahoma College of Law Digital Commons. It has been accepted for inclusion in American Indian and Alaskan Native Documents in the Congressional Serial Set: 1817-1899 by an authorized administrator of University of Oklahoma College of Law Digital Commons. For more information, please contact [email protected]. 40TH CONGRESS,} SENATE. Ex. Doc. 3d Session. { No.10.
LETTER
OF THE SECRETARY OF THE INTERIOR,
COMMUNICATING,
In cornplia.nce U'·ith a resolu.t'ion of the Senate of the 5th instant, the annual reports of the several Pacific railroad compa.nies .
.JANUARY 7, 1869.-Referred to the Committee on the Pacific Railroad and orde1ed to be printed.
DE.P ARTMENT OF THE INTERIOR, Washingtm~, . JJ. G., Janu.c[ry 6, 1869. SIR: Pursuant to Senate resolution of the 5th instant, I have .the honor to transmit herewith a copy of the last annual report of the Union Pacific Railroad Company, and of each ·of the companies engaged in ·constructing a branch or continuation of said road. These reports were -tiled in compliance with the requirements of the acts of July 1, 1862, :and J lme 25, 186'8. · I also communicate a copy of the reports respectively :filed . by the Northern Pacific Railroad Company and the Southern Pacific Railroad Company. The department is not in possession of the other reports mentioned in the resolution. I am, sir, very respectfully, your obedient seryant, 0 . H. BROWNING, Secretary. Hon. B. F. WADE, President pro tempore of the Senate. 2 REPORTS 01•' PACIFIC RAILROAD COMPANIES.
No.1.
REPORT OF THE UNION PACIFIC RAILROAD COMPANY TO THE SECRETARY 0~ THE INTERIOR, JUNE 30, 1868.
First.- Tltt narnes of the stockholders and their places of residence, so f~~r as ascertained.
Alley, John B., Lynn, Mass. Hazartl, Rowland, Newport, R. I. Ames, Oakes, North Easton, Mass. Hazard, Rolana G., Peacedale, R. l. Ames, Oliver, North Easton, Mass. Hedden, Josiah, New York, N.Y. Andrews, Frank W., Boston, Mass. Hobart, Aaron, jr., Boston, Mass. Atkins, Elisha, Bo&ton Mass. Holiaday, Benjamin, New York, N. Y. Baker, Ezra H., Boston, Mass. Hooper & Co., Samuel, Boston, Mass. Baker, Ezra H., jr., Boston, Mass. Horner, Anna, Newport, R. I. Bardwell, Josiah, Boston, Mass. Hotchkiss. Henry, New Haven, Conn. Bardwell, Josiah, trustee, Boston, Ma~s. Jenks, Barton H., Philadelphia, Pa. Barnes, Oliver W., Philadelphia, Pa. Johnston, Jas. B., New York, N.Y. Bates, Berry E., Boston, Mass. Janes, David, New York, N.Y. Bates, Berry E., treas. trustees, New York. Jordan, R. S., Boston, Mass. Bates, B. E., trus. for Mrs. L. E. Nourse, King, John L., Springfield, Mass. Boston, Mass. Kountz, Augustus, Omaha, Neb. Beard, Eli, New Haven, Conn. Lambard, Charles A., Boston, Mass. Beard, Sylvester M., New Haven, Conn. Lockwood, LeGrand, New York, N.Y. Bell, Clark, New York. Low, Abiel A., New York, N.Y. Blood, Henry, New York. Macy, William H., New York, N.Y. Boyer, B. M., Norristown, Pa. McComb, H. S., Wilmington, Del. Bradford, Gamaliel, Boston, Mass. McCormick, John, Omaha, Neb. Bristol, William B., New Haven, Conn. McCormick, Cyrus H., New York, N. Y. Bushnell, C. S., New Haven, Conn. NcNiel, R. G. S., Philadelphia, Pa. Chapman, Oliver S., Canton, Mass. McPherson, William F., Omaha, Neb. Cisco, John J., New York. Moore, E. V., New York, N.Y. Cook, Ebenezer, Davenport, Iowa. Meyer, E. Reed, Philadelphia, Pa. Coolt, Clarissa C., Davenport, Iowa. Neilson, Charles H., New York, N.Y. Crane, Henry C., Yonkers, N.Y. Nickerson, Frederick, Boston, Mass. Crane, Henry C., trustee, New York. Nickerson, Joseph, Boston, Mass. Crane, J. J., New York. Nickerson, Thomas, Boston, Mass. Credit Mobilier of ..America, Philadelphia, Pa. Opdylte, George, New York, N.Y. Cummings, William A., Darien, Conn. Peck, Nathan, New Haven, Conn. Davies, John M., New Haven, Conn. Pigot, Joseph B., New York, N.Y. Dillon, Sidney, New York. Pobl, Paul, Philadelphia, Pa. Dodge, Mrs. Anna, Council Bluffs, Iowa. Richardson, Joseph, New York, N.Y. Dufl', John, Boston, Mass. Robbins, Henry A., New York, N.Y. Duff, John Robinson, Boston, Mass. Robbins, Royal C., Boston, Mass. Durant, William F., New York. Sanford, Henry, New Haven, Conn. Durant, Thomas C., New York. Skinner, F. & Co., Boston, Mass. :Emerson, Charles, New York. Skinner, F. & Co., trustee, Boston, Mass. Fessenden, Sewall H., Boston, Mass. Smith,J. N.,New York,~. Y. Fisk, James, jr., New York. Stetson, Thomas M., New Bedford, Mass. Forbes, W. D., Boston, Mass. Stewart, Benedict D., Philadelphia, Pa. Foster, Pierpont B., New Haven, Conn. Swazey, W. 'I'., Omaha, Neb. French, L. Eugene, New York. Thatcher, Isaac, Boston, Mass. Gilbert, Horatio, Boston, Mass. Timpson, C. F., New York, N.Y. Gilbert, Horatio J., Boston, Mass. Tony, Lydia, Newport, R. I. Gilmore, E. W., Boston, Mass. Tracey, John T., Chicago, El. Glidden, Wmiam T., Boston, Mass. Train, Willie Davis, New York, N. Y. Gray, H. Winthrop, New York. Trowbridge, Ezekiel H., New Haven, Conn. Gray, G. Griswold, New York. Trowbridge, Henry, New Haven, Conn. Grimes, James W., Davenport, Iowa. Tuttle, Charles, New York, N.Y.. Grinnell, Moses H., New York. Vernon, Sophia, Newport, R. I. Hall, Charles M., Philadelphia, Pa. Wait,C. C.,NewYork, N.Y. Hazard, Anna, Newport, R. I . White, .Mrs. Emily F., New Haven, Conn. Hazard, Elizabeth, Newport, R.I. Williams, 'I'. M.S., Boston, Mass. Hazard, Elizabeth, trustee, Newport, R. I. Williams & Guion, New York, N. Y. Hazard, Isaac P., Newport, R. I. Young, Brigham, Salt Lake, Utah 'ar. Hazard, Mary P., Newport, R.I. REPORTS OF PACIFIC RAILROAD COMPANIES. 3
Second.- Tlte names and residences of the directors and all other officers of the company. Alley, John B., Boston, Mass. Dillon, Sidney, New York. Ames, Oliver, Boston, Mass. Duff, John, Boston, Mass. Bardwell, Josiah, Boston, Mass Durant, Thomas C., New York. Bates, Benjamin E., Boston, Mass. Lambard, Charles A., Boston, Mass. Bushnell, C. S., New Haven, Conn. Macy, William H., New York. Cisco, John J., New York. McComb, H. S., Wilmington, Del. Crane, Henry C., New York. Tracey, John F., Chicago, Illinois. Dexter, F. Gordon, Boston, Mass.
OFI<'ICERS. Oliver Ames, president, New York. Chas. Tuttle, assistant treasurer, New York. Thomas C. Durant, vice presidP.nt, New York. G. M. Dopge, chief engineer, Omaha, Neb. Henry B. Hammond, secretary, New York. S. Seymour, consulting engineer, New York. John J. Cisco, treasurer, New York. W. Snyder, superintendent, Omaha, Neb. Third. The amount of stock subscribed and the amount thereof actu ally paid in. · Subscriptions have been .received for 104,543 shares, of a par value of $10,454,300, on which there has been paid in $10,439,300. Fourth. A description of the lines of road surveyed, of the lines thereof fixed upon for the construction of the road, and the cost of such survey. The chief engineer reports as follows : UNION PACIFIC RAILROAD COMPANY, Chief Engineer's Office, Omaha, January 1, 1868. DEAR SIR: 1 have the honor to submit herewith the report of the engineering, land, and lot department of the Union Pacific Railroad Company for the year 1867, including the reports of division engineers, chiefs of parties, ·and geological assistants. · · During the winter of1866-'67, Mr.Bates's party was ordered to examine the outlet from the head of S~.It Lake valley to Snake river, by way of · Malade river and Marsh valley, with the design of obtaining some knowl edge of the north rim of the basin. They examined the Malade river route sufficiently to determ~ne its impracticability. They were snowed in a portion of the time, and were finally driven out of the Malade valley by the continuous storms and deep snows. Early in January, 1867, I sent orders to Mr. Bates, at Salt Lake, to organize a party, with Mr. Hodges as chief, to run a line from the point where Bear river debouches into the valley of Salt Lake, around the northern point of '\Vahsatch range, connecting with Mr. Reed's line in the valley of Black's fork. Full descriptions of the surveys are given in the reports of 1\'Iessrs. Bates and Hodges, and I will notice them more fully when I. come to my personal examination of that country. In making the general organization for the surveys in 1867, the press ing work was, 1st, the revision of the location "UP the Lodge Pole, and on the divide to the eastern base of the Rocky mountains. To this work was assigned Mr. L. L. Hills, who, before completing it, was attacked by a band of hostile Indians. and killed,.some six miles east of Cheyenne. .2d. The final location of the line over the Black Hills to Fort Sanders. A party under Mr. Evans had been kept to work in the Black Hills all winter, settling upon the line to locate, observing the fall of snow, the streams, winds, &c. Mr. Evans pressed the location early in the spring, the company not giving me over two months to complete it. The loca tion was completed, and in my opinion was far superior to the. changes since made in that line. 3d. The development of the country from Fort Sanders to.Green river. i'bis work was placed in charge of Percy T. Brown, under the supervis- 4 REPORTS OF PACIFIC RAILROAD COMPANIEH. ion of Mr. Evans, with full instructions to develop the country b twceu the Medicine Bow mountains and Bitter creek on the south, and the Black Hills, Sweet "\Vater, and Big Sandy on the north. 1\ir. Brown had progressea well with this work up to July 23, when he was attacked by a band of nearly 300 hostile Indians, some 15 miles north of Laclede sta ti01t, on Bitter creek, and after fighting successfully from 12 o'clock until nearly dark, he was shot through the body and mortally wounded. The balance of the party were forced to abandon their stock after Brow·n fell,. and seek safety on Bitter creek. Mr. Brown's party had been attacked twice before; once near Rock creek, when he had lost one of his best men, l\1r. Clark, one of the escort, and had others wounded. The loss of the chiefs of parties was very detrimental to our work, and it required great. energ:r to o'Tercome the natural fears and reluctance of parties to push out into that hostile Indian country. Fifth. The development of the country between Green ri vcr :.wd Salt Lake valley, reaching north to Snake river; also a reYisiou of Mr. Reed'R line, if it was found the most practicable for location. To this work Mr. Bates was assigned, with two parties, Mr. Hodge's and his own. The loss of Mr. Hills and Mr. Brown forced me to take Mr. Bates and his party east of the Green river, to enable me fully to develop thP country between Green river and Fort Sanders. This was a country compwra tively unknown, but what little knowledge I had of it convinced me that through some portions of it north of the stage road and away from the foot-hills that border the great range of mountains reaching from the head of the Cache la Poudre to Echo canon, known as the Laramie, Med icine Bow, Elk, Sage Creek, Bridge Pass or Unitah ranges, we should seek a route for our road. A full examination of this country proved tha~ my view of it was correct. The parties got into the field early, with pretty strong escorts, and were progressing remarkably well with their work, when the combined attacks of the Indians, apparently along our whole line, not only in the parties far west, but on our graders_, &c., the killing of our chiefs, the depletion of our escorts, &c., virtually broke up our work, forced me to change my orders and to use the parties when ever we could do so to advantage. Upon the killing of Mr. Hills I left Omaha, with a view to take direct charg·e or the parties in the :field, to examine personally the line, and such portions of the country as I had never before gone over.. I left the end of the track at J ulesbnrg the 28th of June, accompanied by Mr. Blickensderfer, jr., who had been assigned by the President to the duty of determining the eastern base of the Rocky mountains, under section 11 of the act of Congress of 1862, giv ing subsidy for building the Union Pacific railroad and its branches; also by General J. A. Rawlins, chief of staff of the United States army; Major Dunn, aide-de-camp ; John R. Duff; General Myers, chief quarter master department of the Platte, Mr. Rodgers, Mr. John E. Corwith, and ColonelS. Seymour, construction engineer, who was accompanying, under the direction of the company, Mr. Blickensderfer in his examina tion ; also Mr. S. B. Reed, superintendent of eon:::;truction; General ~T. T. Casement and T. J. Carter, gov~rnment directors, with one or two of my own assistants going to replace the men killed, and Mr. J . .A. Evans, division engineer. l\fost of the party were taking advantage of the escorts that had been provided for me, to get safely through the country. I pushed out by rapid marches up the' Lodge Pole Creek valley, examin ing the line, and entered Crow Creek Yalley, pitching our camp at the (now) city of Cheyenne. Here I immediately combined O'Neill's and Maxwell's partieH under Mr. Evans, who pushed forward the location from I>iue Bluffs to Crow Creek crossing;- the work having been abandoned, and the parties drivm1 REPORTS OF PACIFIC RAILROAD COMPANIES. 5 out on erly line, entering Crow Creek va1ley some seven miles east of Cheyenne1 following the valley to that place, and connecting with Evans's located line over the Black Hills, at the city of Cheyenne. On the completion of this location, I moved west over the Black Hills, leaving Mr. Maxwell's arid Mr. O'NeilFs parties in the Black Hill's to make some surveys desired by Colonel Seymour, and pushed out to Fort Sanders. Reorganizing our parties and escorts here, I left this portion of -the work in charge of J. A. Evans, division engineer, while I pushed on to Messrs. Brown's and Bates' parties. Soon after leaving, tlw sudden death of Mr. Evans's wife called him east and deprived me of his valuable services. At Fort Sanders we entf\r the IAtramie p1ains. THE LARAJ}liE PLAINS. The formation of these plains, which I treat as embracing the country betwef'n the western base of the Black Hills and the North Fork of Platte river or Rattlesnake railge of mountains, is a singular one. They are really a park, similar in formation to the Middle and North parks, but much less elevated, the level of the plains being about 6,500 feet above tlw sea. On the east and north they are bordered by the Black Hills ranges of the Rocky mountains, which stretch about due north 150 miles to the Laramie Peak, where they turn almost due west and ter minate in the Seminoe mountains, a prominent peak rising at the mouth of the Sweetwater, which comes into the North Platte from the west, and is really the west fork of the Platte, and the north fork of Platte ri y·er coming in from due south. On the south they are bordered by the main range of the Rocky mountains, snow-capped tile year round, and reaching an elevation of from 10,000 to 17,000 feet above the level of the sea. Timber covers these slopes .to 8,000 or 9,000 feet above the sea, and then gives way to continual snow, which never, to my knowledge. has left them bare. In this range we have the prominent peaks at the heads of the Little and Big Laramie rivers which border the :North Park, the most noticeable of which are the Medicine Bow mountains, Elk mount~ins, Sheep's Head, and the peaks south of North Fork Platte crossing. On the west the Rattlesnake range juts out froin the Blk mountain and rnns about north to the North Platte crossing, reaching about 8,000 feet in height. TheNorth Platte cailons through the western ·' range in latitute 41o 56', while the Medicine Bow cuts the eastern range at right angles, really separating that range from the foot slopes of the northerly range of the Black Hills. . Through these plains run the Big and Little Laramie rivers, which rise in the mountains bordering the south rim of the plains, canofis through the Black Hills just north of Laramie Peak, and enter the North Platte near Fort Laramie, Rock creek, which rises just east of Medicine Bow Peak, flows due north to latitude 42o, then west into the Medicine Bow; and the Medicine Bow, which rises in the peaks of that name, flows due north to ·latitude 42o, then westerly, canons through the eastern range of Rattlesnake Hills and enters the north fork of the Platte river 150 miles northwest of Fort Saunders, in latitude 52° 3'. Except in the mmintain slopes to the north and south of these plains, no timber exists of any importance. '.rhe plains are covered with a growth of hunch and buffalo grass, and as yon get away from the foot-hills of the mountain ranges you find numerous lakes, the most important being Cooper's lake, 6 REPORTS 01', PACIFIC HAILROAD COMPANIES. two or three mile:; long to one wide, strongl,y impregnated with alkali, the borders of, which are impassable at most seasons of the year, desti tute of vegetation and overgrown with sage, brush, al!d grease wood. From this description of the country it is plain to be seen that our line is necessarily confined between the range of ~nountains on the south and the foot-hills of the- Black Hills on the north. The indications of snov{ and the lack of water in parts of this country caused me to seek the lowest elevation on the plains, and clinging as closely as possible to the water-courses, by following. the Laramie Rock creek, and perhaps the Medicine Bow, to obtain a line away from the • high mountains unexposed to drifting snows, that would be adjacent to . water and enter the coal-fields near Rock creek. · The lack of fuel indi cated that we should follow the valley of that creek upon reachiiJg it, in order to avail ourselves of that great formation and supply ourselves with fuel. Orders were accordingly sent to Mr. O'Neill, as soon as he finished the location of the mouth of the Little Laramie, to run the lines above indicated. From the J\1edicine Bow crossing Mr. Brown had run two lines, one down the Medicine Bow valley, which indicated the most desirable route, as it aYoided crossing the Rattlesnake Hills, but which, for reasons that will appear hereafter he abandoned, and found a line reaching the summit of the eastern range of the Rattlesnake Hills about 8~ miles north of Fort Halleck, in latitude 41° 50' at an elevation of 7, 124 feet above the sea and 555 feet above :l\fedicine Bow, which pass has since been named Brown's Pass and is now known as such. From this summit to the north fork of the Platte, he follo"\Yed down Mary's creek, which cafions through the west· range of the Rattlesnake Hills, and reaching the North Platte five miles north of the mouth of Pass creek in latitude 41° 46'. I ·was sat isfied from my examination that Brown's line could be reduced to a grade not to exceed 60 to 65 feet between the Medicine Bow and the north fork of the Platte, and this made us more anxious that O'Neill'R surveys might prove a success. · 'Ve laid at the North Fork of the Platte two or three days, in which time I gave the country a pretty thorough examination, follo'\\-ing the Platte to the point where it canons through the west range of the Rat tlesnake Hills, and determining in my own mind the fact that Mr. Brown had got the only inlet to the North Platte from the mouth of Rock creek to this cafion on the south, ~fary's creek being the only creek heading in the eastern range of the Rattlesnake Hills, and flowing west erly to the Platte within these limits. I also examined the approach to Brown's line from the northwest, that Bates might be forced finally to connect at some point near Brown's crossing instead of making his con nection further west near the divide of the continent. Subsequently, from letter~ written to me by Mr. Blickensderfer, who crossed the Platte near the mouth of the Medicine Bow river on his return, I ordered Max well to run a line down Martha's creek, entering the Platte north of the Rattlesnake canon, in latitude about 42°. I also ordered Mr. Bates to run a line all the way down the Medicine Bow valley to its junction with theNorth Fork of the Platte. Maxwell's line was for most of the distance far superior to Brown's, haviug a lower summit to cross, and with lighter gTades; but the crossing of the west range of the Rattlesnake Hills was so o"Qjectionable, that on my return trip, after personal examinations of the lines and surveys, I became satisfied that Brown had examined this country fully, and had not pushed his surveys in that direction for the same reason that I was obliged to abandon the Jines run by Maxwell and Bates. The death of Brmvn before I could reach his party, with the REPORTS OF PACIFIC RAILROAD COMPANIES. 7 loss of notes and all the information he had obtained in a thorough reconnoissance of that entire colmtry, added greatly to our labors, and in many cases forced us to cover the same ground twice. At the North Fork of the Platte Mr. Appleton joined me. He had had charge of Mr. Brown's party since his death. The party was some 40 miles west, unable to go forward for want of water, with their horses gone, escorts used up, and apparently with no alternati 're but to back out of the country that Mr. Brown was killed in while endeavoring to get a line through. They were, however, in good spirits, and I had no doubt could soon be put on their feet again. After giving the country north and south such examination as I desired, and after sending orders to O'Neill, Maxwell, and Hodges, I determined to push west to Brown's party and endeavor to reach Mr. Bates, and with their two parties develope the BIT'I'ER CREEK PLAINS. These plains are bounded on the east by the North Fork of the Platte and Rattlesnake ri1ountains; on the north by the Seminole moun tains, the Ice Gap range, and the Sweetwater Hills, all of which border the Sweetwater, which nms to the foot of the northerly slope; on the west by Green river; on the south by the main chain of the Rocky mountains, the Bridger's Pass range, the Bitter Creek range, the Black Butte, &c. Running diagonally through these plains, from southeast to northwest, is· the main divide of the continent, depressed here and losing its mountainous appearance, in altitude some 7,000 feet abo\e the level of the sea. It is a singular formation, stretching, as it does, for 100 miles from Bridger's Pass on the south to the south east point of the Wind River mountains on the north; a high, rolling prairie or' plateau destitute of water and limited in vegetation. This entire plain, 200 miles east and west and from 40 to 100 miles north and south, has no living streams traversing it, and but few living springs throughout its entire extent. It is bordered on the east by the North Fork of the Platte, on the south by Sage creek and Butte creek, on the west by Green river, and on the north by the Sweetwater, surrounded by living rivers; yet within its limits rise no tributaries to any of these streams which flow the year round, and in August, when I crossed it, we travelled days and nights without water except what we hauled with us. · Another singular fact connected with the formation of this great plain is, that it is composed of a succession of independent basins, each having its own drainage, which is concentrated at its greatest depression in ponds and Jakes that in some portions of the year become quite large, but generally during the dry season evaporate and become dry. These secondary basins are from 50 to 100 feet below the level of the surround ing country until the main divide is reached, and then we enter the great basin, formed right in the center of the main divide, known as Reed's basin or Dodge's basin; its extent being about 25 to 30 miles north and south and from 10 to 20 east and west. . When I crossed this ' basin it was dry, the bed or lowest uepression in it being about 300 feet below the surrounding country. It was a surprise to us, as we expected, on teaching the main divide of the continent, to strike tributaries of the Bitter c..reek or Green river, and there obtain a continual ascending grade from the Platte, going west, until the summit was reached, and then a continual descending grade until Green river was reached. After exam ining the c-ountry in the vicinity of the North Fork of the Platte, I deter- 8 REPORTS OP PACIFIC RAILROAD COMPANIES. mined to push west in about latitude 41° 50' to 56' along the line run by Mr. Brown to the summit, and then endeavor to find an outlet to the west that was feasible for our purposes, flanking the Sage Creek range of mountains by the north, and Duff's Peak, Red Butte, and other isolated molmtains in these plains on the south. We succeeded in obtaining a good country to Separation creek. This creek rises in the Bridger's Pass. range, flows north, and loses itself in the broad plain or depression on the north border of the Bitter Creek plain. This depression is so marked and distinct that it becomes a prominent feature of the formation. The main valley of these depressions rises near the South Pass Butte and extends east along the southern foot-slopes of the Sweetwater Hills, Ice gap, and Seminoe mountains, narrows down, and its drainage runs to a basin near Red Butte Point, in about latitude 420 3', and longitude-~ At Separation creek Mr. Blickensderfer, jr:., and his party left me with, the intention of going east, along the foot-slopes of the Black Hills, and north of the :Medicine Bow river. I was informed that it was impracti cable for them to. do it with the train, having pushed through that coun try years before. They, howe-ver, obtained a good route east by taking the San,dy gap, or Fremont's East Pass of 1849, when he came down .the Medicine Bow with his carts and worked over into Sweetwater valley by the Seminoe gap. The morning that we parted I, accompanied now by General Rawlings, Major Dunn, his aide-de-camp, Mr. Duff, Mr. Cor with, my geologist, JY1r. Van Lennep, and Mr. Appleton, chief of Brown's party, (after giving instructions to Appleton's party to work back to the Platte, and review a part of their line run and to seek an outlet to the north toward Seminoe mountain, as I had determined to push Bates's party, when I met them, through into the upper north valley,) struck west to seek water and a crossing of the divide further north, taking the old Cherokee trail; I followed this trail to the summit, finding water in lakes and a country that would afford a good line. I reached the divide of the continent in about latitude 420. Pushing over into the Red basin I soon found that we were at fault in all our heretofore formed opinions of the COlmtry, and were reall;y descenO,ing into a basin instead of the waters of Goose river. In this basin I met Mr. Bates and his party, who had got into the basin, got out of water, had been out for three days, and had been forced to retire with his party to the last water on his line. A portion of his party and escort had come very near dying from the use of stagnant or poisonous water from one of the lakes in Red Desert basin. He bad with him a reconnoitring party. hauling water for his men, with their teams, and had calculated and was running a due line from the end of his line to Brown's line at the divide of the continent; endeavoring to develope the country, and, if possibl~, find water, so that he could get his line over it. . Upon meeting him and comparing notes of the north and west forma tion of the plains, I soon comprehended the make of the country, changed his orders, instructed him to abandon his present line and seek an outlet to the Platte further north, get into the broad valley I have described above as skirting the foot-slopes of the Sweetwater mountains,. and endeavor to obtain a feasible line from the mouth of the Big Sandy to Red Butte point, which would keep him in the vicinity of the 42d parallel of latitude, and with the lateral lines that I ordered run, and the southern line being examined by Brown's party would effectually develop these plains, bring. out their prominent features, and discover to us the true line across them ; determining them, on my return, to give the south~rn portion as thorough an examination as I had the northern. Leaving Mr. Bates there, I pushed out at 12 o'clock at 'night REPORTS OF 'pACIFIC RAILROAD COMPANIES. for water. Taking a westerly course by night, with Pilot Peak for my landmark in the day, we endeavored to find an outlet over the west ern rim of Red basin, that would lead us to Bitter creek, as I saw plainly that it was all important to cross these plains on the shortest possible route that would carry our line from running water to running water. Following the Cherokee trail, we soon got entangled among the cliffs and precipices at the head of Middle fork of Bitter creek, and worked our way, as well as we could, into Bitter C1eek valley, striking it at Point of Rocks. This examination satisfied us that to obtain a practicable line into Bitter Creek valley, or to Green river, by this outlet, we must turn out of Red basin, further east, and before' encountering· the rough impassable country bordering the heads of the midtUe a11d north fork of Bitter creek. The divide or high land at the head of theRe streams really forms the west rim of l{ecl basin. I accordingly started Mr. Appleton back up Bitter Creek, with his small escort, with-iru;truc tions to find an approach from Bitter creek to the basin that would give us a low summit, and a feasible line, to develop the entire country between that point and the north fork of the Platte on the east, and the valley down which Mr. Bates was running on the north. He succeeded in doing this during the fall and early winter, though with great hard ship and suffering, often being without water for days, and also without fire or wood. He nevertheless did the work fully and successfully. He· met the question and solved it. Onreaching Bitter creek, I followed it along the line run in 1864 by Mr. Evans. The cOtmtry is so marked here, so broken, that there is no question as to the proper route of the road, if it sought Green river by the Bitter Creek route, and we pushed on rapidly to Green riv~r, reach-· ing the crossing August 12, where Mr. Hodges, of the Salt Lake party, met me, and I immediately commenced the examination of the line and route heretofore nm by Messrs. Reed, Bates, and Hodges, to overcome the W ahsatch range of mmmtains, and enter the Great Salt Lake basin. Mr. Reed, in hi::; sluveys, has demonstrated that our line must seek Salt Lake valley north of the Uintah range of mountains. We were therefore confined by that range on the south, and by the north rim of the basin on the north. The country to be examined, therefore-no matterwhetherthe approach was made from the mouth of the Bitter creek. or as high north as the Big Sandy, or as was afterwards ascertained, as far north as South Pass, which covered all the ground on which any of our lines could approach Green river-was that portion of the eastern slope of the rim of the basin drained 'By Henry's Fork, Black's Fork, and Harris's Fork of Green river,_ and of the western slope that portion drained by the yv eber river, Bear river, and their tributaries. · The singular formation of this country was, that after passing the rim of the basin, we struck Bear river, heading far south in Uintah and W ahsatch range, running almost due north to Soda springs, or Port Neuf gap, latitude 42o 30', suadenly bending to the south and running as far south again as latitude 41 o 30', and emptying into Great Salt lake. Within this bend of Bear river lies the W ahsatch range of mountains, a spur of the Uintah, rugged, bold, and narrow, the approach to them from the east, anywhere near the head of Bear river, or south of Yellow · creek, being by a descent from the summit of the basin, but from points north by tributaries of Bear river it would require a great ascent in a ·short distance, while the descent from the summit of the W ahsatcb west was sudden. The country to the west suddenly gives clown, with no available slopes for holding up our grades. All the streams heading in 10 REPORTS OF PACIFIC RAILROAD COMPANIES. the Wahsatch often calion through spurs, and present formidable obsta cles for us to overcome. At the northerly point of the Wahsatch, "Cape Horn,'' the rim of the basin opens out to the drainage of Snake river, without any perceptible summit, and is known as the Soda Springs or Port Neuf gap. The topography of the eountry has so plainly indi cated this route north, and the route by Bear river, as a means of avoid ing the Wahsatch entirely, that Mr. Hodges had been instructed to • run the line from Salt Lake City up Bear river to the intersection of Reed's line, at the point of rrossing Bear river. But its great length being 80 to 100 miles longer than the Weber Valley line-caused me to abandon the line, for the grades obtained, though greatly reduced, in no way compensated for the extra distance. A careful examination of the north point of tbe Wahsatch mountains indicated a route over them by ·way of Harris's Fork, Hodge's Pass, Bear Lake vaHey, Martin's Pass, , and Cash valley, to the north point of Bear riYer, a rim of Great Salt lake. The season was so far advanced when the route was discovered that it was too late to run a line over it this fan, but orders were issued to have a line run as soon as weather would permit in 1868. The approach, east and west, to Martin's Pass, through the \Yahsatch, is so short that I do not anticipate a line that will be as feasible as the "\Veber Valley line. Tho great obstacles to be overcome ·were the long tunnel at the head of Echo canon, the heavy grade, and also the tum1el and heavy work in the Weber River narrows and canon. To avoid the Echo canon tunnel great effort was made to get from Bear river into vVeher by some other stream, by Lost creek or one of its branches, but the instrumental survey of all the approaches for miles north demon strated that the Echo cafion line was the best. Instructions were then o·iven, after a 1)ersonal examination of the line, to avoid the tunnel and lower the grades, if possible, by seeking the cafion proper by other ravines. Mr. Hodges in this was successful, and his line, as located, reduces the tunnel to GOO feet, and the grades to 90 feet. I am confident, however, that the work here hy a more careful location and study can be reduced still further, and, I hope, the curvature lessened. On reaching Salt lake, our trains, equipments, &c., needed Tepairs, and I camped at Camp Douglas to enable our transportation to be refitted and supplies refurnished, devoting the most of my time to an examina tion of the valley and a study of the country west. I may say that a careful examination convinced me that our true line west is north of Salt lake, and that if the Bear river arm of the lake could he crossed in about three miles' distance, in shallow water, it is better to do so rather than to overcome the high grades and elevation of Promontory Point, with the heavy work involved. Desiring to examine the approaches from our railroad to Snake River valley, with a view to a branch or through line to Portland, Oregon, and Puget sound, and also desiring to settle beyond a doubt tbe question or, feaRibility of any route to Reed's Pass, in the Humboldt mountains, from South Pass, on any point north of Bitter creek superior to the route we then had, I determined, though late in the season, to Tetm·n that way and give that country a thorough reconnoissance. We left Salt Lake City with one company of infantry added to our escort, under command of Brevet Colonel Mills, a very energetic and efficient officer, who, during the entire trip, rendered us valuable service. We marched rapidly north on the stage road leading to Idaho, passing through the numerous towns that border the lake, and reached Bear River bridge September 6. Sending my teams around I followed the bend of the river through the caiions, watching closely Mr. Hodges' line, passing REPORTS OF P J\CI:F'IC RAILROAD COMPANIES. 11 successively the· canons at the north, the Fellow's canon, and the vol canic formation at the northerly bend of Bear river. Bear River valley is generally one to three miles broad, occasionally spreading out into independent valleys, such as Cache, Bear Lake, &c. It is,hemmed in by the Malade and Snake rivers and Green River mountains on the north and east, and the W ahsatch on the south and west, Bear river doubling the Wahsatch and watering both its eastern and western base. The valley is generally a succession of table lands, which often require h.eavy 'grades and work to reach. However, a feasible line in grades, curvature, and alignment could be got up it, but no cheaper than the Weber Valley line. At its northerly bend, " Cape Horn," the formation is volcanic. The old craters still exist there. The earth and ledges of rocks show wide crevices, which are very deep. Soda springs, superior to any known in the world, exist in its northerly bend in abundance, and pour out a flood of pure sparkling soda-water, the finest I ever drank. From Bear River valley there are several openings to Snake river, known as Marsh's val ley, the Port N euf gap, and Blackfoot gap. I examined them all, and all are feasible for any road running north or south. I selected the Black foot route, and pushed over to the waters of Snake river. A.fter passing the north rim 0f the basin the country changes, the valleys become more level, wider and more luxuriant in the growth of vegetation. The north ern slopes of the mountains are :finely timbered. The streams are all full of fish-salmon, trout, &c. The Snake River mountains and Bear River mountains run out spurs north to Snake Hiver valley. They are high and precipitous. The streams draining them and flowing north to Snake river are all divided and separated by the spurs of these moun tains. There is no difficulty in following the valleys of any of the streams into. Snake River valley, but when you undertake to cross the country at right angles to the drainage it is an impossibility. The mountains are so high, and the distance in which to overcome them so short, that no one would think of endeavoring to get west through this country from the South Pass by any line north of Hodges' Pass, latitude 41° 40', via Bear River valley. The entire feasibility of a railroad from several points on our line to Snake River valley and thence to Montana, Idaho, and Washington Territory, was ftJ.lly demonstrated. It would be by far the best line from the Atlantic to the Pacific; would avoid the high elevation of the Wah satch and SierraNevadas, with theii; heavy grades and troublesome snows, and no doubt ere long it will become the great through route from the northwest, and control the trade and traffic of the Indies. Having satisfied myself as to.the approach to the Pacific by this route, I turned due east, and with the South Pass as an objective point, and crossing into Salt River valley, followed it to its source, camping on the eyening of September 14 at its head, prepared to make an efiort to cross the numeron.s ranges of mountains between it and Green river. The next day, upon ascending the mountains, it commenced snmving, and for several days we struggled over the mountains in blinding snows, our stock without feed, and our trains often hauled up the mountains by the infan t~·y. The road was horrible, and had to be built by an advanced pioneer corps. A.t one time it looked as though we would be entirely blocked up by the heavy snow that was falling. We crossed seven distinct r~nges, and on the 19th succeeded in getting part of our troops down into the Piney, a tributary of Green river, a portion of our train having· been left on the last mountain, and the stock driven forward to obtain grazing. The mountains are very higli and precipitous, with very few 12 REPORTS OF PACIFIC RAILROAD COMPANIES. pass e ~ over them. They are covered with fine forests of pine. The val leys lie deep, and the streams find their way through them by long, nai' row canons, that man or beas.t can hardly penetrate. During the high water season most of the streams would afford sufficient water to run logs from their source to Green river; the heads of the Pinies, La Rarge, Bitter Root, \Vhite Clay, Marsh, Horse llead, and other tributari.Ps of Green river and New Fork, have heavy forests of pine and spruee, and we shall have brought to our line by \Yay of Green river an immense lumber and timber business from this region. These pinerieR lie from 100 to 150 miles north of our crossing of Green river, and that river nearly all the spring and summer· month~ a:fl'onls Rnfficient water to run ties, logs, &c., to our crossing. After reaching Green river we struck north of we~t acrot-5:-; the <'Onntry to the base of the Wind River mountains, following them around to the South Pass, and entered the Sweetwater mines, this year discovered and opened. The Indians had been so bad that very little prospecting· had been done. A few quartz veins had been opened. Only a distriet of country some 24 miles in diameter has been prospecte • H. EPOl~TS OP PACIFIC RAILROAD COMPANIES. 13 suffer'ed the most of our difficulties during the past season. At Red Butte springs, on the Plants road, I struck Bates and Appleton's trailand their lines, and then moved east, crossing the west range of the Rattlesnake Hills west of the north fork of the Platte, pushing through them on the Blickensderfer trail, over a pass known as the Sandy Gap Pass or Fre-. mont's Pass of 1849. Having visited this section of country years before, I was f-amiliar with it, and struck east as fast as possible, meeting Mr. Bates's party at Lam bert's spring, (as named by Fremont,) and 1\'Ir. Maxwell's party on the IJorth fork of the Platte, some eight miles south of the mouth of the Medicine Bow. Messrs. Bates and Maxwell were seeking outlets to their lines west of the Rattlesnake Hills, and had no means of reaching a con nection~ except b~~ the canon some ten miles north of Brown's crossing, or by Sandy gap, both of which I considered impracticable ; but as Mr. l\iaxwell had obtained a very good line oYer the eastern range of the Rattlesnake Hills, with light work and easy grades, I instructed him to ' make connection with Brown's line by way of the canon, and with Bates's line by way of Sandy gap, and locate on the best line east to the crossing of the Medicine Bow. Mr. Bates was instructed to continue his surveys and make connections by way of Sandy gap on the west and Medicine · Bow Yalley on the east. Mr. Bates had been devoting the past three weeks in a reconnoissauce of the. country, with pack-mules, between the Medicine Bow river and the north fork of the Platte, following up Kellogg's fork and Bates's fork, and had also given the North-Fork-of-the-Platte canon through the Black Hills an examination. He reported the country high and impracticable for any· railroad line. Leaving my escorts here, I pushed on over the line run by Maxwell to an examination of the northerly line that I had ordered to be run b;y O'Neill from Fort Saunders to the mouth of Rock creek. I found this line feasible and practicable, and ordered it to be located. The only objection to it is the great ClU'vature in Rock Creek vaUey. That stream is very crooked, and a line following necessarily has great curvature, distributed, howeyer, in easy curves. The lines run, as presented by the division engineers in their reports that accompany this, are directed into the generallines- 1. Via the Brown's line.-From Fort Saunders, latitude 41° 16'; down the valley of the Big Laramie river, crossing to Rock Creek valley; down it to the Medicine Bow, latitude 41° 54' ; then to Brown's Pass, on the Rattlesnake Hills, latitude 41° 50'; then down Mary's Creek valley. to the 110rth fork of the Platte, latitude 41 o 46'; then to the summit of the con tinent, by wa:fofRawliugs's Springs, Separation creek, and Dodge's Pass, latitude 41° 43'; thence to Bitter creek by the south point of Red desert; tlu~ n to Green river by Bitter Creek valley, and then to the rim of the basin by Black's fork and Muddy Creek valley, over the Wahsatch and dQWil Echo calion to Weber, and down Weber valley to Great Salt Lake. This is the general line that had been run, and, after personal examination, I adopte(l for location, and itR grades, alignments, &c., are as follows: .. Table showing grades-Brown's preliminary hnes from Fort Saunders to North Fork of Platte; also preliminary line from North Fork of Platte river to 1--oi. · Great Salt Lake City, adopted for location; O'Neill's adopted located line from Fort Saunders to North Fork of Platte river. !+=:- ~ . I I 9 L 1 0 to 10 feet 10 to 20 feet 20 to 30 feet 30 to 40 feet 40 to 50 feet 5~to 60 feet 60 to 70 feet 70 to BOfeet BOto 90 feet .:3 · ,; eve · per mile.· per mile. per mile. per mile. per mile. per mile. per mile. per mile. per mile. ~ ~ ~ I . - -~-- . - I . . II I . . ~~ ~ ~ -~~ ...: ~ ...; ~ ..; $:; ..J c ..: I ~. ..; ~ . ....z ~ . ..J d -.3 1J co ~ ~ ~ ·- t'j ~~~~ ~~~~~~~ ~~~I~~~~~~~~~~c :;;1 A < A A < A A < A < A < · A A Eo< Eo< Eo< < I < < I < ~ ~ m Adopted line from NQrth Platt:- 59. Btl 13. BO 33.50 3. 75 --;-1~~027.20 1127.00 9. 89 2B. 40 11.26 l7. 14 11.50 14.70 5. (]QI --;, ~~7. 50 12. 3{ -;, 00 ~ == !:m river to Salt Lake City. j 1 1 0 Brown'sprelimiuarylin e fromFort 19.4BI 6.25 7.00 6.26 B.69 4.00 B.20 5.:U B.OO 4.00 4.B3 3.52 4.00 5.00'1 3.26 3. 09 2.00 ...... 1,075 1,6481G2 ~ Saunders to North Fork Platte. 1 I I t· ------1 ------1-d To~algradeHon Rrown,"s and Reed'H 79.321 20.051 40. 501 43. 76 39. 791 31.30 35.20 15. 11 36. 40 15.26 21.97 15. 02 1B. 70 10. 601 19.36 10.59 14.30 6. 00 12. 1 5,102 B, 242 485.2 p... 0 ~~:~t~~~L!~:tCi~;unders to ==:1= =: ,= = =--= = = j= = I======1======H 1 l"%j 1 H O'Neill's adopted line from Fort 26.87 3. 60 11. 60! 3. 64 16.86 ?'·01 14.79 5. 09 10. 6B B. 35 14.66 2. 95 ...... 1. 93 ...... 1, OBI l, 723123.05 0 Saunders to North Fork Platte. 1 . I I I I Adopted l;ue for location Nor1h 59.80 13. BO 33. 501 3. 75 31.10 27. 20 27.00 9. BO 28.40 11.26 17. 14 11.50 14. 70 5. 60 7. 10 . 7. 50 12.30 6. 001 12. 1 . 374 ...... ~ Fork Platte to Great Salt Lake I1 ;::.- City. I I ' H 1 I 1 • 1 --- t"' I ~ 0 > Cj 0 0 R' ~ ~ ~ t'j rn ·REPORTS 01'' PACIFIC RAILROAD COMPANIES. 15 2. The Bates and Mctxwell lines.-The Bates line, diverging fi.·o.in Brown's at, the mouth of Rock creek, latit~de 41° 54',.runs dmvn the valley of the Medicine bow to its mouth, latitude 42° 3', over the western range of the Rattlesnake hills, by Sandy Gap Pass; thence to Red Butte springs, latitude 420 3'; then west by the Bitter Creek Plains valley, at I. the foot of the Sweetwater range of mountains, generally in parallel of latitude 42o, crossing the uivide of the continent about 40 miles south ea,st of the South Pass, in latitude 42° 11', crossing Reed's basin near its centre, and crossing the north fork of Bitter creek near it& head, passing the west summit of Saddle Butte and North Pilot Peak, reaching Green river at the mouth of the Big Sandy, in latitude 41° 54'; then across the heads of the tributaries of Black's Fork, and connecting with the adopted line at the mouth of Harris's Fork. Grad~s, alignments and distances on this line, from the Medicine Bow to Green river, are as follows: L 1 0 to 20 feet· per \ 20 to 40_feet 140 to 60. feet I 60 to S~ feet I SO to 90. feet ~. ~ 1 ~ \l ~. r. eve nul e. · per mile. per mile. 1 per mne. , per mile. I ~ .1 ~ § ~ -- .--·--· '--- : ; :: ~ '0 ~s I I I . . 2 "; I a:,.. Milf:H. Ascent. IDescent. Asc. DeH. Asc. ~ ! Asc. Des. ~ ~s~ Des. !_ C:: _: ~ I ~ ~ 27. 88 . 45. 96 1 54. 64 1 11. 97 . 21. 34 16. 95 . 9. 67 1 6. 47 4. 83 1 2. 00 5. 70 124. 79 122. 3S 207. 38 I Maxwell's line is only a secondary lii~e to Bates'~:;, between the mouth of Rock creek and the mouth of Medicine Bow, crossing the Rattlesnake Hills between Brown's and Bates's lines, and is the best line over the Rat tlesnake Hills, but is impracticable west, in consequence of having to ov~rcome the western range of the Rattlesnake Hill~, which Brown's line avoids. · _ The secondary lines to the main line nm are the. Cherokee trail line, striking off from Brown's line at Separation creek, and uniting again in Red basi:l;l with several approaches to Bitter creek, and several lines east of the Medicine Bow. Grades, alignments, &c., on this line, are as follows: 0 to 20 feet per 20 to 40 feet 40 to 60 feet j 60 to SO feet -::i I ~ Level. mile. per mile. per mile. per mile. ~ I 'S ~; ~ 00 "' Lines. o:l "; E $~ Miles. Ascent. ,Descent. Asc. Des. Des . . ; _ Asc. Des. 0 ~0 ~ ~~ 0 ~ l E-< E-< E-< ------I Appleton's line, I north fork of Platte river. to I Bates's line · ... 7. 04. 3. 44 i 7.14 3. 56 4. 73 2. 08 1.13 1 1. 13 ·····-- 314 265 1 30."' Dvan's Road line. t4.lt 5. 81 I 10.20 5. S2 4. 75 5. 85 6. 70 1.10 1. 55 5f§t ti72 55. !Jt I I The grades, distance, elevation, and depression on the Bear River line, and the several approaches to the W ahsatch summit, run by Mr. Hodges, are as follows, viz: I , Level. 0 to 20 feet per 20 to 40 feet per 40 to 60 feet per 60 to 80 feet per mile. mile. mile. mile. -- Miles. Ascent. Descent. Ascent. Descent. Ascent. Descent. Ascent. Descent. ------Hodges' Bear River line .... . I 62.80 53. 3S lS. 73 44. 7S 17.33 19.26 7. 58 6. 57 4. OS Hodges' Lost Creek line, over I Wahsatch ...... 1. 53 0. 50 ...... 1. 96 14. 35 5. 07 0. 95 0. 76 2. 63 16 REPORTS OP PACIFIC RAILROAD COMPA~IES. Grades, S;c., on tile Bear River line, S;c.-Continued. Level. 80 to ~i[:_et per 90 to l 00 feet 100 to 116 feet per mile. per mile. Miles. Ascent. Descent. Ascent. Descent. Asce:t. !Descent. ~ ------1- - -- Hodges'BearRiverline. 62.80 12.05 4.96 1 0.38 ...... , ...... !...... 3,946 1,814 251 Hodges' Lost Creek line, j over War.satch...... 1. 53 ...... -I· .• ...•...... '...... • . . 7. 76 1 655 715 3, 656 ---~------~------'------' ----~---- Summing up the tables i'br a general compariRon,, hows the following results: Table of grades. Gmde. Level miles ...... :. . . . . 106. 15 19. 48 Level to ten feet per mile : A8cent ...... miles ... 23.65 6. 25 Descent ...... do .... 52.10 7. 00 Ten to twenty feet per mile : Ascent ...... do.... 47.40 6. 26 45. 91 3.44 5. 81 53.38 0. 50 Descent ...... do .. -:. 56.65 8. 69 54. f>4 7. 1!) 10.20 18.38 Twenty to thirty feet per mile : Ascent ...... •...... do .•.. 38.31 4.10 Descent...... do.... 49. 99 8. 20 Thirty to forty feet per mile : Ascent ...... do . ... 20.20 5. 31 11.97 3. 56 5. 82 44.78 1. 96 Descent ...... do .... 47.08 8. 00 21.34 4. 73 4. 75 17.33 14.35 Porty to fifty feet per mile : Ascent ...... do.... 23.61 4. 00 Descent ...... do .... 36.63 4. 83 Fifty to sixty feet per mile : · Ascent ...... do.... 17.97 3. 52 16.95 2. 08 5. 85 19.26 5. 07 Descent ...... do .... 18.70 4. 00 9. 67 1. 13 6. 70 7. 58 1. 95 .'Sixty to seventy feet per mile: Ascent ...... do .... 12.53 5. 00 D escent ... , ...... do.... 10.36 3. 26 eventy to eighty feet per mile: Ascent ...... do... . 10.59 3. 09 6. 47 1. 13 ]. 00 6. 57 0. 76 Descent ...... do.... 14. 30 2. 00 4. 83 1. 00 4. cs 2. 63 Eighty to ninety feet per mile : Ascent ...... do.... 6.00 2. 00 1~. 05 Descent ...... do .. . . 12.10 5. 70 0. 55 4. 96 1. 05 Ninety to one hundred feet per mile: Ascent ...... do ...... 1 0.38 Descent ...... do ...... One hundred to one hundred and ~ixteen feet per mile: Ascent ...... miles...... •..•...... 7.76 De~ce nt ...... '...... do ...... Total miles...... 613. 34 102. 00 207. 38 30.34 55. 91 251. 00 36.56 Total ascent in feet ...... 9, 483 1, 075 2, 479 314 581 3, 940 1, 655 Total descent in feet ...... 2, 965 1, 648 2, 238 265 672 1, 814 715 After the thorough examination 'of this country that has been given it, there is no question in my mind as to the line to be adopted. It is . the No.1 Brown's line, with O'Neill's located line, it being the shortest, with the best curvature, lightest grades, and cheapest work, the least REPORTS OP PACIFIC RAILROAD COMPANIES. 17 length of road without running water, the most accessible to building material, and the least liable to obstructions from snow. · The snow question has been carefully considered. A line is often laid on account of snow that would seem to violate some of the well-established principles of engineering as applied to lines where snow obstructions are not a question; and the question often arises in the mind of engineers why a line was so laid, when seen in summer, when, were it viewed in winter, with its deep drifting snows, the cause would be perfectly appar ent. For this reason, and a great many others that I might mention, a change of lin.e, after being located by the engineer who has given per sonal attention and study to the question right on the ground, during the winter and Slimmer, no matter how questionable it may seem to them, criticising it from casual observation, and without hardly any knowledge of the reasons controlling its location, is dangerous, and, so far, all general changes that have been made without the sanction of the engineers have been injurious to the line, to the road, and a great and permanent loss to the company. All lines can be improved by stud~-, and with proper time, but after that has been given by competent engi neers, radical changes, made with only a partial knowledge of the country, are always dangerous, and geuerallJ- a damage instead of a benefit. Mr. James A. Evans, division engineer, has had charge of the location of the line, and of the surveys to Green river. I call attention to his report upon the line oYer the Black Bills. The €hanges of line that _ he discusses were made by the company against my earnest protest. The delays and detentions of my parties in the Black Hills were almost fatal to my eft'orts to develop the country west of the Laramie, and prevented me from obtaining a location of the north fork of the Platte or Bitter creek this :year, as I had intended; and while I bow most respectfully to the decision of the company, I must say that any detention of work in 1866, on account of want of located line; will rest solel,y upon them and not upon me; for while I had overcome the embar rassments consequent upon the killing of my chiefs of parties, and the breaking up of my parties by the Indians, I had not the power to con trol parties held from their proper and arranged work by order of the company. I shall strain every nerve to g~t the location so advanced in the spring of '68 as to be far out of reach of construction corps ; but success will depend upon the severity of the weather. I also call attention to the reports of Messrs. Bates, Hodges, Apple ton, Maxwell, Van Lennep, House, &c. They have all taken that inte rest in our work_, endured the hardships, exposure, and run the risk of life, that no person would have done who~e heart and mind were not in the business. The parties have rnn lines as follows: During the entire year I have received that aid and courtesy _from the military authorities-which has characterized their conduct towards us ever since the road was commenced. In no instance have they failed, as promptly as possible, to respond t.t> our requests, and we are under gTeat and lasting obligations to them. To General C. C. Augur, commanding department of the Platte; Gen eral J. A. R::twlins, chief of sta1f Unitecl States army; General John Gibbon, comnumding Fort Sanders; General J. D. ~tevenson, com manding Fort David Hussell; Colonel Mizner and Colonel :1\'Jills, com manding Fort Bridger; Colonel Lewis, commanding C<1tnp Douglass; General W. Myers, chief quartermaster department of the Platte; to the staff officers and departments of the posts on the plains, and the eommanding otlicers of the escorts, we are under especial obligations, and I desire here to acknowledge them. Ex. Doc. 10--2 18 REPORTS OF PACIFIC RAILROAD COMPANIES. R.EP AIRS ON COMPLETED ROAD. The party of engineers who have had charge of the repairs on the 1·oad have been under the direction and supervision of J. E. House, division engineer. AU repairs have been made and new structm·es buil by Webster Snyder, esq., general superintendent. On Aprillst the company took possession of the road, accepting it from the contractors, and Mr. Synder was made general superintendent. From April 1 to June 24 the road was operated by the company from Omaha to the North Platte, 290 miles; from June 24 toNovember 1, from Omaha o Julesburg, 377 miles; from November 1 to November 18, from Omaha to Hillsdales, 495 miles; and from November 18 to December 31, from Omaha to Cheyenne, 516 miles. At Omaha, Elkhorn, Shell creek, Colum bus, Grand island, and various other points, the track has been raised, new bridges constructed, larger water-ways built, and old structure.s enlarged, to meet the requirements of the surface drainage of the coun t ry, as shown in the floods of April, the highest and most extensive ever known in this country, and it can now be safely said that a repetition of t hese floods would not materially injure the road or delay the running of trains. Where the snows of the winter of 1866-'67 blocked the road, the cut~ have been widened, nmY fences built, and the road prepared, as far as })racticable, to meet the snow, of the past rinter, and so far they have admirabl,y succeeded. New side tracks have been laid down at Diamond's, Jackson, Clark, Chapman, and McPherson stations, and it will be necessary to construct, ere long, intermediate side tracks between all the rna ·n stations. in order to accommodate the business of the road. Two spans of 100 feet each of Howe truss, with stone pier and abut ments, have been built at Columbus over the east channel of Loap Fork, (which is dry at all seasons of the year except in high water,) and the ('mbankment on the low bottom raised above high water. It is thought his will avoid, in the future, the dangerous icc gorges and extreme high water caused by them at this place. Where foundations of trestle-work were not considered safe as against the scour of streams and rains in high water, pile foundations have been put in, rendering the structure perfectly safe. Coal-houses, with a capacity of 600 tons each, based upon stone foundations, have been erected at Grand island, Kearney, . Plum creek, North Platte, Ogallalla, and Julesburg. Preparations have been made and material provided for building similar houses at Sidney, Antelope, and Hillsdale. New tank-houses have been erected at Diamond's and Chapman, and old houses have had stone foundations provided. It will be necessary to place additional tank-houses at all . new stations and side tracks, and windmills should be provided for al "·here any considerable amount of water is used. A temporary pile bridge was erected over the Missouri river to accom modate the travel and traffic during the winter months, costirw about $10,000. Its. advantages more than compensated for it. cost. Mr. Snyder has certainly shown great anergy and ability in bringing t he road and eqnipments up to the standard he has, and the road bed shows more fully the condition of the road, work done, &c., than I could . state here. It receives the decided approval of all professional rail road men who travel over it. Besides all the repairs on engines, car , &c., executed at the shops, the company have built 3 firRt-class passenger . ears; 4 second-class passenger cars; 4 baggage, express, and mail cars; GS box freight cars ; 91 platform cars; 25 hand cars; 1 bridge car; 20 ea boose cars; 1 payma ter's car; and they have on hand, for the 517 m "le ~ REPORTS OP PACIFIC RAILROAD COMPANIES. 19 <()f road operated by the company, the following eqnipments: 53 locomo tives, 9 first-class passenger cars, 4 second-class passengercars, 6 bag gage and. express cars, 243 box freight cars, 449 platform car, 99 hand .cars, 1 bridge car, 20 caboose cars, 25 coal cars, 1 president's cars, 1 officers' car, 1 paymaster's car, 1 cooking car, 1 pile-driver and engine car. The above is exclusive of the large amount of rolling stock owned and run by the contractors for building the road. The amount of freight and number of passengers transported over the road since the company assumed charge-viz: April1 to December 31, 1867 -is as fo:r.J.ows : • Total number of passengers._ .... __ .... _..... - ...... 15.022 Number of passengers carried one mile ...... :>,381,088~ I r_rotal number tons of freight moved over line for contract- ors ...... '- ...... 25, 900, 845 Total number of men hauled one mile for contractors. . . . . 1, 740, 681 Total number pounds of freight transported over road.... 54, 144,318 The total amount of government service performed in the trausporta~ tion of troops, freight, mail, mail agents, and telegraph service, is $812,819 73. . \ The above is given to show the amount of business done over the road from April 1 to December 31, 1867, and only indicates what may be the business of the road when completed. I LANDS. Our lands may be considered as divided into two class~s: those that are available for settlement now, and those that need continual water or irrigation to render thein susceptible of cultivation. Of the :first class we can count all the lands for 200 miles west of Omaha: Of the second class we have all the lands in the Platte valley, from near Fort Kearney to Julesburg, of 180 miles• of which we can say that 1,152,000 acres can be made iinmediately available, without much expense to the company, as the Platte river runs centrally through this 11umber of acres, and it could all be irrigated by simple acequias or ditches, taken out by any one, and at any point. To make the 1,152,000 acres between these two points avail able, the canals, ditches, or acequias would have to be carried back on to the bluffs, and until the Platte valley proper was settled and farmed the benefit to the company would not justi(y the cost. At the eastern base of the mountain there are about 600,000 acres that could be irrigated. In the Laramie plains, from the Black Hills to the Bitter Creek plains, there are about 1,000,000 acres that could be readily and cheaply irri gated, either by the purchaser and farmer or the farmer, as, flowing at suitable distances through these lands, at right angles to their length, are the Big and Little Laramie rivers, Cooper's creek, Rock creek, the Medicine Bow river, and the north fork of Platte, all flowing sufficient water to irrigate any acre. From Green rin:~r to Salt Lake valley there are about 2,000,000 acres, in the valleys of Green river, Henry's, Black's, and Ham's forks, the Muddy, Bear river, "\Veber river, and in the valley of Great Salt lake proper. All these lands can be readily supplied with water from the aoove-namecl streams, not only for irrigating purposes, but these streams furnish fine mill privileges, and flow plenty of water the year round for both purposes. So th~t \V~ might answer that to-day the company ha-v-e lands to the amount of 6,752,000 acres that could be placed in the market aR fit for present settlement and susceptible of im mediate cultivation, without any more cost or delay to the settler than the farmers of Colorado, Utah, and California have suffered in opening up their fhrmR. 20 REPORTS OF - PACIFIC RAILROAD COMPANIES. Irrigation once introduced, and all farmers prefer it, as it gives a -Ite\-el· failing supply of water, and furnishes at all seasons of the year a proper moisture for the land, preventing any failure of crops from droughts~ Experience has demonstrated the fact in all irrigating countries, that settlement and the cultivation of trees renders less necessary every year the watering of ·the land by artificial means. Double the rain falls in .Colorado and Utah to-day that felllO to 20 years ago, before the settle ment of that country; and as improvements and settlements increase along our line, the necessity for irrigation will decrease, awl thus render available for settlement and a source of profit to the road millions of acres of land on these plains that are looked upon to-day as barren wastes, fit only for the gTowth of cactus, sage brush, and grease wood, but which are, in fact, as shown in Utah from actual experiment, and as shown by us from chemical analysis, some of the best producing lands of the continent. During the year the lands of the road have been put in shape, the records commenced, maps made, the lists prepared, and everything got ready for entry by the company and the placing of them upon the market. Conflicting titles have been examined, and the rights of the company protected. The papers and records of the land department have been prepared by Mr. 0. F. Davis, who is experienced in such matters, from a long connection with the land department of the United States gov ernment, and the system which will be completed early in 1868 will be a simple, c 1 and Ham's forks of Green rh~ er, on Bear river for its euti11e length, and on Weber river, which flows into Great Salt lake. The brown coal or lignite burns with a bright red flame, giving out a. fair degree of heat, leaving scarcel;r any ashes, and is quite desirable as. a fuel for domestic purposes. The Union Pacific railroad cuts this vast bed of coal nearly in the centre, traversing it through its entire length from east to west, and the cars, which generally go loaded west, and empty east, can distribute the coal over the entire length of the road, supplying fuel to the whole cmmtry adjacent to our lines, thus remo-ving . an objection that has heretofore been considered nearly fatal to its settle ment. The geologists generally give from 12 to 20 per cent. of water in this coal, and from 58 to 60 per cent. of carbon. A portion of the heat is lost in making steam in the amount it takes to change water to steam. Notwithstanding this objection we discover at a glance that from 58. to 58 per cent. of carbon, the lignites of tke interior of our continent are far superior to any other ever discovered in other portions of the world~ The geologists agree that these western lignites are undoubtedly tertiary. Those of the upper Missouri river have been shown by Dr. V. L. Hayden to be of that age, both from vegetable and animal remains .. The connection of the lignite deposits has been traced by Hayden and others, uninterrupted, for 80 miles beyond Fort Laramie. They then pass north beneath the vVhite River territory, and come to view on Powder river, the Cheyenne, Yellowstone, and upper Missouri; while in the south they pass beneath the high elevations or ridges over whie.h Lodge Pole creek runs, and make their appearance on Lone Tree, Coal, Cache la Poudre, St. Vrain's, and Boulder creeks, pass beneath the Arkansas divide, and appear along the eastern base of the mountains at Ration Pass, tb.e V enerego, and to an indefinite distance west. · .. · When we reflect that we have from 10,000 to 20,000 square miles of lignite beds in the centre of a region and adjacent to a country where, . for a radius of 500 miles in every direction, there is little fuel, either on or beneath the soil, the future value of these deposits cannot be over estimated. IRON. Beds of iron are scattered all along the route, mostly limonite and hematite. They lie in numerous beds _and in masses upon the sur face of the ground, varying in size from one pound to several tons in weight. The nodules and concretionary masses, when broken, show regular concentric rings, varying in color from yellow to brown, looking sometimes like rusty agates, and yielding from 60 to 80 per cent. of malleable iron. These numerous deposits of limonite beds are not all. There is mag netite iron in places at several points along the line, solid mountains, which ;yield from 80 to 90 per cent. of magnetite iron; and if the great mineral fuel of the plains-the lignite, which is found in· such abun dance adjacent to the iron, and often overlaid with it-can be made use ful for smelting purposes, these lignite and iron ore beds will exert an influence over the wealth and greatness of the west that the iron and coal of Pennsylvania do over the east. GOLD AND SILVER. The gold and silver mines of Colorado are so well known that I will not endeavor to give a description of them, but only to remark that the building of the Union Pacific railroad has reduced the cost of labor and of the transportation of material and machinery to such an extent tlaat mines that have heretofore lain idle are now being worked· by the old REPORTS OF PACIFIC RAILROAD CO~IPANIES. 23 stamp process, where it is estimated that only about one-half of the gold and silver is saved. The new mines that arc being discovered may well attract our atten tion. They are immediately adjacent to our lines, and all trade, tra\e1, and traffic will go over our road to and from them. The prospects on the south, at the heads of Rock creek, the north fork of the Platte, Current creek, and their tributaries, constantly indi cate mines that \Vill ere long be thoroughly tested, and finally worked with profit. In Utah the silver mines of Rush Valley, extending RWity to the Hum boldt, are only waiting our advent to be opened and give employment to thousands of people. The cost of labor, of obtaining and transporting so far machinery, &c., has heretofore hindered people from doing more than to test the quality and supply. There is no doubt but that they are extensive, and they will probably prove second only to Nevada in richness. During this year the Sweetwater mines were developed. '_rhey have been discovered for years~ but were never thoroughly tested until :1_867. From a personal examination in 1865, and again in 1867, I am satis:fietl this mineral belt extends as far east as the heads of the Cheyenne, White Earth, and Powder, and other streams. In aU these streams our pros pects of 1865 proved very rich, and had it not been for the hostilities of the Indians and the prohibition of government the Powder river country and the Big Horn mountains would have been thoroughly prospected, and thousands of miners would have flocked there. The Sweetwater mines proper are confined to the heads of the Sweet water, Wind, Porpogies, and Big Horn rivers. These mines have been pretty thoroughly prospected. The miners have obtained a hold there and cannot now be driven out. At least 20,000 people ..will flock there during 1868, and that whole country will soon be overrun· by the energy and perseverance of this hardy class of frontiersmen. From this source alone the local traffic of the road will return a good income. I have no doubt of the richness of these mines and of the feasibility of" working them. The formation of th,e country, its rocks, &c., indicate that the entire region extending from the point of the Wind River mountains to the northern range of the Black Hills is rich in this precious metal. 'l'RADE AND TRAFFIC OF THE ROAD. When we reflect that China and Japan, Hindostan and the East India islands contain 500,000,000 of people, nearly half the population of the globe, the importance of this trade is apparent. For a long time the exportation of the precious metals to that country has varied from 25,000,000 to 35,000,000 per year, chiefly in silver bullion, in return for which they have sent back tea, cotton, silk, and spices, and the list is continually enlarging. The importation of merchandise from 13 Chinese ports in 1865 was $210,000,000, while the island trade must have vastly swelled the sum. Europe has reaped the advantages of most of this trade, and will be forced, if it desires to retain it, as soon as our line is completed, to take it across our continent by our railroad. · American enterprise and energy, seeing this, have alreacly established steamship lines from the Pacific coast to all that country, and at this time New York is only 40 days from Yokohama, 15 of which are required between San Francisco and New York, including 1,000 to 1,200 miles of staging. Within two year3, upon the completion of the road, it will be reduced to six, and give us from New York to .T a pan only 30 days. 24 REPORTS OF PACIFIC RAILROAD COMPANIES. London is to-day 45 days distant from Shanghai, with 3,000 miles of . land travel to oyercome between it and the capitals of the east. It is not probable that_this gap of sterile country will be bridged for years, and l..Jondon must remain, as at present, 40 to 45 days distant . from Shanghai, giving us a clear advantage of 15 days, a fact which makes, for all Europe, our route the shortest and quickest way to the east. \Vith the transportation of all this vast trade secured that has heretofore been foreign to our country, let us turn to that of our own nation. 'fhe Pacific slope to-day has less than a million inhabitants, •and they are yielding $50,000,000 to $60,000,000 of bullion yearly witl1 quite that quantity of grain, besides immense yields of wool, hides, wines, timber, and everything that can be produced in that delightful climate and fertile soil. The best vegetable productions of the Missis sippi and J\fissouri valleys are dwarfed in comparison with those of Cali fornia. The wheat crop of California and Oregon for 1867 was 25,000,000 bushels, and far e;x:ceeded in value the gold productions of both States. The i"bi pments from the port of San Francisco in one year loaded 16() vessels, and to China alone were exported nearly $10,000,000 in mer chandise and minerals. With this state of prosperity now, with this favorable showing for the business of the road, what must it lw when the road is completed from the Atlantic to the Pacific~ Population aud capital will pour over it in a steady stream, until tho one million of inhabitants become six, and the wealth of the eountry is multiplied tenfold. With this through-traffic let us look at the local To-day Idaho has 30,000 inhabitants. The product of its mines are counted by millions. Montana has a population of 40,000 to 50,000, and the prodt cts of its mines is daily on the increase. The rich valleys of the tributaries of the Missouri river are becoming one vast farm. ·Utah claims 100,000 as its population; industrious, every man, woman, and child with tasks allotted, fast growing into a. mining and manufacturing, as well as an agricultural, people. Colorado claims 60,000. The embryo Wyoming has already 20,000, and all this country is rich in mines, in salt, in soda, in s1:1.lphur, copper, lead, iron, and coal. When emigrants can be transported to the cheap and fertile lands on the Pacific coast and along the interior, and when they can for $50 to $100 more be !anded in a country teeming with mining facilities and its future promising golden riches, it may be depended upon that they will go there. It may be safely presumed that there are 100,000 people waiting to-day in the Atlantic States for the completion of this road, and 50,000 in the Pacific; some to revisit their former homes, some to seek new ones, and others desiring to visit a country that for years has been upon everybody's tongue. It would therefore appear that as soon as completed the traffic oYer the Union Pa,cific railroad will be limited only by the capacity of the road. California, Washington, Oregon, Nebraska, Idaho, Montana, Utah, Wyo ming, and Colorado will soon fill up. Their precious metals, their rich soil and unequalled climate, will inaugurate a· business and a trade that will soon demand another track, and which no man to-day can eyer esti mate. The road's receipts from a nation's civilization and prosperity may be gauged by its facilities for travel and transportation . "Good roads," says John Stuart Mills, " are equivalent to good tools," and it is of no consequence whether the economy of labor takes place in extr~ct ing the produce of the soil or in carrying it to a place where it is to be consumed. RF3PORTS OF PACIFIC RAILROAD COMPANIES. 25 V\~ithont. the Union Pacific railroad, the country west of the Missouri river would be a burden to the government, and almost an uninhabitable waste; ·with it, it will soon be a:n empire and one of otu principal elements of power and strength. Very respectfuJly, your obedient ._ervant, G. J\I. DODGE, Chief Engineer. OLIVE!{ AMEs, Esq., President U. P. R. R. Co. 1/ijt'h. The amount received from passengers on the road. The amount received from passengers since. January 1st (the date of the annual report) to June 30, inclusive, -including amount received for transportation of troops, one-half of which is applied i.n payment of United States loan, $472,54:6 41. Sixth. ~he amount received for freight thereon. . During the same period there has been received for transportation of freight, including transportation of government freight, one-half of which is applied in payment of United States loan, $1,463,645 63. Seventh. I\. statement of the expenses of said road and its fixtures. The' entire cost of the road to June 30, unadjustml balance with engi neers and contractors not included, is $42,887,259 54. Eighth. A statement of the indebtedness of said com1mny. The indebtedness of the company consists of- First mortgage bonds...... $18, 496, 000 00 United States G per cent. currency bonds...... 12, 957, 000 00 Bills payable and unpaid bills, less cash in hand...... J, 789, 599 61 The superintendent reports·as follmYs : UNION P ACIFICJ RAILROAD, SUPElUNTENDENT'S OFFICE, Omaha, January 1, 1868. DEAR SIR: I rt~spectfully submit a. report of the cash earnings and expenditures of this road, April 1 to December 31, 1867, together with an inventory of property on hand at this date; statements iu detail of passengers and freight transported; earnings; account transportation of troops and freight for the United States, and items of transpor-tation furnished for the contractors for building the road, &e., &e. From Aprill to J nne 24, the road was operated by the company from Omaha to N m-th Platte, 290 miles ; from June 24 to November 1, from Omaha to Julesburg, 377 miles; from November 1 toNovember18, from Omaha to Hillsdale, 495 miles; and from NoYember 18 to December31, from Omaha to Cheyenne, 516 miles. Dtu·ing the month of April last, the floods of the 1\.nssouri and the Platte and its tributaties did mueh damage to the roads at Omaha and at various points between Omaha and North Platte, almost entirely sus pending the movements of passenger and freight trains for the entire month. The water at nearly all points on the line of roads was higher than ever before known. The efl'ect of the general flood was to ·demon strate the points where 1nore grading and bridging was necessary to pre vent future interruption of trains, and it has been my endeavor to place the roads beyond danger in future from like {(auses. At Omaha, Elkhorn, Shell creek, and Columbus, ·and various other points between Omaha and North Platte, the track has been raised, n~w bridges constructed, and original bridge structures enlarged at all points where tbe road was liable to be damaged by overflows. It may safely 26 REPORTS OF PACIFIC RAI LROAD COMPANIES. be said that a repetition of last year's flows would not be likely ta inter fere with the movement of trains. At points where the snows of last winter blockaded the roads, the cuts have been widened and material therefrom placed 100 feet from the track, forming earth fences, which so far this winter have protected the track from snow-drifts. The expenses for track repairs from Omaha to North Platte have been very large, owing to the effect of the April flows, and from North Platte to Cheyenne, in consequence of the imperfect state of roads when turned over to the company. It has been my endeavor to put the road-bed in perfect order as soon as possible, employing as many men as could be worked advantageously, thereby protecting the iron and rendering safe the passage of trains. New side tracks have been constructed at Dimonu's, Jackson, Clark, Chapman, and McPherson stations; other side tracks between original stations will be necessary at various points on the line, to secure prompt movement of trains. The Howe truss-bridge, two spans of 100 feet each, with stone pier and abutments, erected at Columbus, will probably furnish sufficient water way for any future overflow of Loup Fork river. New trestle bridges, with pile foundations between Omaha and North Platte, have been put jn at such points as were recommended by the chief engineer. Coal-houses, with capacity of 600 tons each, have been erected at Grand island, Kearny, Plum creek, North Platte, Ogallala, and Julesburg. Stone foundations are laid, aiHl material is on hand for buildings of the same kind at Sidney, Antelope, and Hillsdale. New tanks and tank-houses have been erected at Dimond's and Chap man stations. Stone foundations have been put under the tank-houses between Omaha and North Platte. Additional tanks will be necessary at intermediate side tracks, to furnish water for loeomotives, if the number of trains required this year is as great as anticipated. Wind mills have been erected for tanks at Omaha and Grand ,island, and others are now being put up at Columbus, J>lum creek, and North Platte. These mills complete on tank-houses cost about $1,200 each, and fur nish the mpst economical method of pumping. I would recommend their general adoption on this road. The bridge erected across the Missouri river at Omaha, costing less than $10,000, has been of incalculable benefit to the company, and will ;yield a revenue of at least its cost, besides saving much more than its cost in the transfer,of material belonging to the road. For three weeks previous to its completion, it was impossible to transfer material for the construction of this toad across the river. I attach sta~ment of the equipment manufactured in the Omaha shops. The coaches and freight cars made by this company are equal to any that have been purchased for the road, and they can be manufactured here at as small cost as prices elsewhere. The attack of the Indians on a freight train near Plum creek, August 7, 1867, together with the previous and subsequent depredations com mitted by them on the stage routes west of us, produced a feeling of alarm among shippers and passengers, which materially interfere with our earnings. Late action on the part of the government Indian commissioners and others renders it probable that during this year's operations no difficul ties from Indians need be anticipated. There have been very few accidents on the road; no passengers have been injured and but little property- Jost. REPORTS OF PACIFIC RAILROAD COMPANIES. 27 L~te discoveries of gold in the Sweetwater mines, reports of which so far have not exceeded the facts, the settlement and development of the lands contiguous to the road, and the constantly increasing trade of the mountain districts, make it safe to estimate that the cash earnings per mile this year will be at least one-half more than during 1867. This. road has a future that in prosperity will exceed the most sanguine antici pations of its founders, and in less than te:Q- (10) years a double track will be necessary from the Missouri river to the Paci:fin ocean, to trans port the products seeking a ma:rket over this great national highway. Respectfully, ,V. SNYDER, Superintendent. OLIVER AMEs, Esq., President Union Pacific Railroa,d. Respectfully submitted: OLIVER A.cl\fES, Pres'ident Union Pacific Railroad. On this 27th day of October, 1868, before me personally appeared Oliver Ames, the president of the Union Pacific Railroad Company, who made oath that the above report by him signed was true to the best of his knowledge and belief. [SEAL.] WILLIAM SUTPHEN, Notary Publ·ic, New York City, (Co·unty.) "· No.2. ANNUAL REPORT OF THE CENTRAL PACIFIC RAILROAD COMPANY, OF CALIFORNIA, TO THE SECRETARY OF THE INTERIOR OF THE UNITED STATES, FOR THE YEAR ENDING JUNE 30, 1868. First.-Names and residences of stockholders. Sarah E. Avery, Sacramento, Cal. Ida Bowman, Sacramento, Cal. ·Melissa Av{lry, Sacramento, Cal. W. J. Bowman, Sacramento, Cal. Jacob Arnold, Sacramento, Cal. E . Blum, Sacramento, Cal. J. J. Ayres, San Francisco, Cal. Ethelburt Burke, Sacramento, Cal. Wm. J. Adams, San :Franeisco, Cal. Marcus D. Boruck, San Francisco, Cal. Henry Ames, Sacramento, Cal. E. P. Bancroft, Boston, Mass. Ah. Fong, Sacramento, Cal. H. W. Bragg, Sacramento, Cal. W. H. Aspinwall, New York, N.Y. John Boyd, Sacramento, Cal. A. G. Agnew, New York, N.Y. :Noah Brooks, Sacramento, Cal. Mrs. F. L. Austin, Albany, N. Y. Samuel Brannan, San Francisco, Cal. C. D. Bates, Sacramento, Cal. George E. Barnes, San Francisco, Cal. L. A. Booth, Sacramento, Cal. Seth Babson, Sacramento, Cal. P. J. Brickell, Illinoistown, Cal. Mrs. E. Barencamp, Oakland, Cal. B. Brickell, I1linoistown, Cal. H. A. Barling, New York, N.Y. . Bradley & Finn, Dutch Flat, Cal. John A. Baxter, New Yoik, N.Y. F. E. Beam, Nevada, California. Bennett & Dougherty, Philadelphia, Pa. James Bithell, Sacram,mto, Cal. Marcus Ball, Troy, N. Y. W. C. Burnham, Sacramento, Cal. Sarah R. Bayne, Troy, N. Y. B. Burt, Sacramento, Cal. William Barringer, Schenectady, N. Y. . James Bronner, Sacramento Cal. ,JohnS. Barrett, Sacramento, Cal. Robert Beck, Sacramento, Cal. Charles Crocker, Sacramento, Cal F. Bell, Sacramento, Cal. 0. L. Chamberlain, Sutter Creek, Cal. R. T. Brown, Sacramento, Cal. County of Placer, California. Daniel Brown, Sacramento, Cal. County of Sacramento, California. John BeHmer & Co., Sacramento, Cal. Cornelius Cole, Sacramento, Cal. . James Bauquier, Sacramento, Cal. James H. Culver, Sacramento, Cal. S· Barnes, Sacramento,,Cal. C. H. Cummings, Sacramento, Cal.. 28 REPORTS OF PAC~PIC RAILROAD COMPANIES. H. S. Crocker, Sacramento, Cal. Gliddon & Williams, Boston, Mass. Hiram Cook, Sacramento, Cal. Simon C. Groot, Schenectady, N.Y. Mrs. M. F. Cochrane, Sacramento, Cal. Samuel C. Gilbert, Buttern11t, N. Y. Charles H. Converse, Sacramento, Cal. Mark Hopkins, Sacramento, Cal. John Conrad, .Sacramento, Cal. C. P. Huntington, Sacramento, Cal. Marie Conrad, Sacramento, Cal. C. G. Hooker, San Francisco, Cal. F. Chevalier, Sacramento, Cal. William H. Hill, Sacramento, Cal. D. W. Clark, Sacramento, ,Cal. J. S. Harbison, Sacramento, Cal. F. H. Cook, Sacrnmento, Cal. George Hepburn, Sacramento, Cal. A. Coolat, Sacramento, Cal. Miss M. E Hurley, Sacramento, Cal. E. B. Crol'ker, Sacramento, Cal. E. Holmes, Sacramento, Cal. B. R. Crocker, Sacramento, Cal. G. F. Hartman, Sacramento, Cal. Charles M. Chase, San Francisco, Cal. I. Hector, Sacramento, Cal. James Campbell, Sacramento, Cal. August Hirsch, Sacramento, Cal. L. B. Crocker, Oswego, N. Y. A. Heilbron, Sacramento, Cal. Mrs. Anna E. Crocker, Oswego, N. Y. Charles Heinrich, Sacramento, Cal. W. P. Coleman, Sacramento, Cal. Jacob Hepper, Sacramento, Cal. H. Cronkite, Sacramento, Cal. Eugene Hunt, Sacramento, Cal. D. D. Campbell, Schenectady, N. Y. Jane E. Hill, Sacramento, Cal. Nicholas Cain, Schenectady, N.Y. Isabella 1\I. Hill, Sacramento, Cal. Contract and Finance Co., Schenectady, N.Y. James H . Herrick, Sacramento, Cal. U. L. Drew, Sacramento, Cal. Silas Hussy, jr., Sacramento, Cal. N. L. Drew & Co., Sacramento, Cal. S. Hooper & Co., Boston, Mass. D. K. Dre'f, Sacramento, Cal. D. R. Hunt, Bosto·n, Mass. James A. Duffy, Sacramento, Cal. John Hillhouse, New York, N. Y. W. J. Douglas, Sacramento, Cal. Mrs. E. H. Heacock, Sacramento, CB.l WilHam Draher, Sacramento, Cal. Joseph Hill, Sacramento, Cal. J. Domingos, Sacramento, Cal. Charles Holbrook, Sacramento, Cal. C. K. Dougherty, Sacramento, Cal. Jared Irwin, Sacramento, Cal. Henry Dunn, Sacramento, Cal. N. M. Jacobs, Sacramento, Cal. Alphonsine Deftnant, San Francisco, Cal. Peter Johnson, Sacramento, Cal. Georgiana M. Dean, Sacramento, Cal. Elias Jacobs, Sacramento, Cal. ''1'. T. Davis, Sacramento, Cal. Enoch Jacobs, Saeramento, Cal. William Doolan, San Francisco, Cal. Joel Johnson, Sacramento, Cal. Martin Deforrest, Schenectady, N.Y. • C. F. Jobson, San Francisco, Cal. Volkert P. Donn, Schenectady, N.Y. David Kendall, 8acramento, Ctil. Mrs. Helen L. Donn, Schenectady, N. Y. Klink .& Martfield, Sacramento, Cal. Sarah A. Davis, Schenectady, N.Y. H. Kohler, Sacramento, Cal. Abram Doty, Schenectady, N. Y. Edward Kraus, Sacramento, Cal. William G. English, Sacramento, Cal. J. B. Kohl, Sacramento, Cal. Daniel ,V. Earl, Sacramento, Cal. L. Krombach, Sacramento, Cal. vV. L. Everett, Sacramento, Cal. Tobias Kadel, Sacramento, Cal. C. &. F. Ebner, Sacramento, Cal. C. H. Krebs, Sacramento, Cal. A. Egl, Sacramento, Cal. Frank Reed Kimball, Boston, 1\Iass. W. R. S. Faye, Sacramento, Cal. C. A. Lambard, Boston, Mass. J. W. Forney, Philadelphia, Pa. T. M. Lindley, Sacramento, Cal. Friend & Terry, Sacramento. Cal. W. K. Lindley, Saeramento, Cal. P . .l<'ranklin, Sacramento, Cal. M. Littleton, Sacramento, Cal. I. P. Floberg, Sacramento, Cal. I. D. Lord, Sacramento, Cal. 1\f. Fitzpatrick, Sacramento, Cal. H. W. Larkin, Sacramento, Cal. L. H. Foote, Sacramento, Cal. Locke & Lavenson, Sacramento, Cal. Joseph M. Frey, Sacramento, Cal. E. J. Loomis, Sacramento, Cal. Peter B. Forster, San .Francisco, Cal. E. J. Loomis, Sacramento,. Cal. Frank Foster, Sacramento, Cal. C. B. Linton, Sacramento, Cal. I. S. Friend, Sacramento, Cal. Lyon & Son, Sacramento, Cal. ·.Antoinette Franchot, Syracuse, N. Y. George I. Lytle, Sacramento, Cal. John Gillig, Sacramento, Cal. Christopher Lages, Sacramento, Cal. Robert Gardner, Knight's Landing, Cal. Philip Lynch, Forrest Hill, Cal. Albert Gallatin, Sacramento, Cal. John W. Lester, New York, N. Y. Jacob Gruhler, Sacramento, Cal. George S. Locke, Sacramento, Cal. A. S. Grunlan, Sacramento, Cal. 0. D. Lambard, Sacramento, Cal. Moses Greenbaum, Sacramento, Cal. S. Lipman & Co., Sacramento, Cal. Gustave Gotthold, Sacramento, CaL Mrs. J. V. Lindley, Sacramento, Cal. Eugene Gascoct, Sacramento, Cal. Charles Marsh, Nevada, Cal. Charles H. Gwinn, Sacramento, Cal. John F. Morse, San Francisco, Cal. Christian Gruhler, Sacram~nto, Cal. B. F. Morse, Dutch Flat, Cal. Elias Gruhler, Sacramento, CaL D. 0, Mills & Co., Sacramento, Cal. Mrs. C. C. Gliddon, Boston, Mass. R. H. McDonald, Sacramento, Cal. Mrs. E. M. Gliddon, Boston, Mass. James McGuire, Sacr11mento, Cal. W. C. Gay, Sacramento, Cal. D. W. Mahon, Sacramento, Cal. . ·. REPORTS OF ·pACIFIC RAILROAD COMPANU.:S . 29 \ E. B. Mott, jr., Sacramento, Cal. A. A. Sargent, Nevada, Cal. F. Mier, Sacramento, Cal. Eel ward Stockron, Folsom, Cal. T. 'Muhlenfels, Sacramento, Cal. C. \V. Smith, Grass Valley, Cal. C. Mayer, Sacramento, Cal. .J. A. Seaman, Sacramento, Cal. P. F. Mangin, Sacramento, Cal. \Villiam H. Spaulding, Sacramento, Cal. John Mirster, Sacramento, Cal. T. "V. Strow bridge, Sacramento, Cal. Samuel Mosier, Sacramento, Cal. E. B. Sturgeon, Sacramento, Cal. D. Z. Moore, Sacramento, Cal. John Smith, Sacramento, Cal. John G. McNeill,Sacramento, Cal. Philip Schell, Sacramento, Cal. John McNeill, Sacramento, Cal. Mary Scott, Sacramento, Cal. H. Myers, Sacramento, Cal. George H. Swineston, Sacramento, Cal. E. H. Miller, jr., Sacramento, Cal. .John Schade, Sacramento, Cal. ,James McCiutcl1y Sacramento, Cal. Julian Strutz, Sacramento, Cal, Drury Melone, Sacramento, Cal. E. U. Shelton, New York, N.Y. William Martf:ield, Sacramento, Cal. Lewis Schafer, Sacramento, Cal. George McDonald, Sacramento, Cal. Charles Sutter, Sacramento, Cal. "V. P. Mitchener, Sacramento, Cal. Charles Selli11ger, Sacramento, Cal. William Morris, Utica, N.Y. George Schoneiser, Sacramento, Cal. ' W. G. Milligan, Little Falls, N.Y. P. Stanton, Sacramento, Cal. Ambrose Merrill, Sacramento, Cal. Joseph Stevens, Sacramento, Cal. C. E. McLane, San Francisco, Cal, George \V. Stewart, Sacramento, Cal. Mrs. M. McDougal, New York, N.Y. S. H, Shroer, Sacramento, Cal. Henry Miller, Sacramento, Cal. Lee Stanley, Sacramento, Cal. N. S. Nichols, Sacramento, Cal. H. Schroder, Sacramento, Cal. A. Newbauer, Sacramento, Cal. Robert Seegar, Sacramento, Cal. Leonidas Newburg, Sacramento, Cal. Thomas K. Ste11~nt, Sacramento, Cal. A. W. North, Sacramento, Cal. A. P. Stanford, San Francisco, Cal. James O'Neili,.Sacramento. Cal. Jacob Sehrew, San l<'rancisco, Cal. Ira E.Oatman, SaCJamento, Ca: C. Stremming, Sacramento, Val. George Ochs, Sacrameu'!:c'. Cal. C.Z. Sherman, New York, N.Y. }'ranz Oettel, Sacrameuw. C1d. "V. H. Seaton, Sacramen•o, t ~a1. J'. Z. 0;::-den, New York, S. Y. David Stewart, New York, N.Y. ~. W . Oshoru, Virginia, k·-.·aaa. .Jacob Strahle, San FralH~i~co, Val. J~ ·T. Pike, 8acramento, Cai. '1'. H. Selby, San F1ancisc· Cal. .1. S. Pond, Sacramento, Cal. B. J. Schermerhorn, Schen('etady, N.Y. John C. Park, Dutch Flat, Cal. A. 'G. Story, J.,ittle Falls,~-~. Y. John Peasley, Sacramento, Cal. Mrs. Anna E. Stede, Kingston, N.Y. William Patson, New York, N.Y. Isaac Small, Little Falls, N. Y _ Thomas Paton, New York, N.Y. Turton, Knox, & Ryan, Sacramento, Ca.l. James M. Pattee, New York, N.Y. J. N. Tuner, Nevaua, Cal. J. V. S. Y. Pruyn, Albany, N.Y. W'illiam Turton, Sacramento, Cal. A. C. Powell, Syracuse, N.Y. S. Tryon, Sacramento, Cal. C. A. Peake, Sacramento, Cal. H. '.(hielbar, Sacramento, Cal. George W. Pearce, Sacramento, Cal. Dover Thielbar, Sacramento, Cal. R. J. Phillips, New York, N.Y. W. E. Terry, Sacrame11to, Cal. }~.H. Phillips, Little Falls, N.Y. Theodore Townsend, Albauy, N.Y. P. H. Russell, Sacramento, Cal. Lauren Upson, Sacramento, Cal. Charles Rice, Mineral Bar, Cal . Charles Van Heusen, Sacramento, Cal. Thomas Ross, Sacramento, Cal. E. H. Van Heusen, s~cramento, Cal. J. W. Reeves, Sacramento, Cal. J-. S. Van Winkle, Sa1·ramento, Cal. John Ryan, Sacramento, Val. •Mrs. ,J. Van Rensalaer, Morris, Pa. George Rowland, Sacramento, Cal. E. G. Waite, Nevada, Cal. John R. Robinson, Sacramento, Cal. John W1lliams, Nevada, Val: ·william M. Ratcliff, Sacramento, Cal. D. W. Welty, Sacramt>uto, Val. W. B. & D. F. Ready, Sacramento, Cal. 0. C. "Vheeler, Sacramento, Val. l<"'rank C. Ross, ·sacramento, Cal. C. 'f. ."Vheeler, Sal·ramento, Ca). S. B. Robbins, Sacramento, Cal. Julius Weltzlar, Sacntmento, Cal. MarLin Raneich, Sacramento, Cal. H. W achhoost, S~:wrarnento, Cal. B. B. Redding, Sacramento, Cal. J. C. \Villiams, Drytown, ( al. H. B. Rice, Sacramento, Cal. Conrad Weil, Sacramento, Cal. J.P. C. Pond, San Francisco, Cal. D. W. Whitmore, SacramPuto, Cal. J. M. Ripley, Sacramento, Cal. Mrs. B. L. M. Willia111s, Boston, Mass. J.D. Russell, New York, N.Y. W. S. Watson, Sacramento, Cal. B. T. Reed, Boston, Mass. C. W aterbouse, Sacramento, ( 'al. Robert Robinson, Sacramento, Cal, Amos Waring-, Sacramento, Cal; William Rippon, Sacramento, Cal. C. Wolleb, Sacramf'nto, Cal. Leland Stanford, Sa,cramento, Cal. Daniel K. Zounalt, Sacramento, Cal. S.D. Smith, Sacramento, Cal. Jacob Zounalt, Sacramento, Cal. D. W. Strong, Dutch Flat, Cal. 30 REPORTS OJ<~ PACIFIC RAILROAD COMPANIES. Second. The names and residences of the directors and all officers or the company are as follows: Directors. Treasurer. Leland Stanford, Sacramento, Cal. Mark Hopkins, Sacramento, Cal. C. P. Huntington, New York, N.Y. E. B. Crocker, Sacramento, Cal. Chief engineer. Mar~ Hopkins, Sacramento, Cal. E. H. Miller,jr., Sacramento, Cal. Charles Marsh, Nevada, Cal. S. S. Montague, Sacramento, Cal. A. P. Stanford, San Francisco, Cal. Consulting engin~er. President. George E. Gray, Sacramento, Cal. Leland Stanford, Sacramento, Cal. Attorney and genern.l agent. Vice- President. E. B. Crocker, Sacramento, Cal. C. P. Htmtington, Ne\Y York, N. Y. General superintendent. Secretary. E. H. Miller, jr., Sacramento, Cal. Charles Crocker, Sacramento, Cal. Third. The amount of stock sul>scribed i' $14,929,800; and the£ mount actually paid in is $14,861,790. Fo'urth. As to a description of the lines surveyed during the year imme (liately preceding the 1st day of July, 1868, we would state that hereto fore onr reports filed in the Tueasury Department have been made up at the end of each year, and the engineers of the company have made their returns accordingly; and we find it impossible at this time to state with accuracy the extent and condition of our surveys on the 1st day of July, 1867, as the returns of the engineers are not made to that exact date ; but the following is a copy of the report of engineers relating to the sur veys made during the year 1867, rendered by the company to th Seer - tary of the Treasury, to wit: ''For a description of the line" 'UrYeyed by thi" company, and tlte lines thereof fixed upon for the construction of the road to January 1, 1867, we would respectfully refer to the formC"r annual r·eportR of .he company, made to the Secretary of the Treasury." lu addition thereto the following survey, have been made : Miles. Hevision of location west of unnnit ...... G Revised location between ~mmmit of Sierra Nevada and eastern bmmdary of California ...... 25 Final location in State of NevadaJ ...... 20 Preliminary survey from Humboldt Wells t oea 'tern boundary of Ne,rada ...... - ...... 67 From eastern boundary of N('Vada to mouth of Wells's eaiion, Salt Lake valley ...... _...... 165 From Weher calion to moutl of Harris's Fork ...... 142 From month of Harri.·'s Ji'ork to Big Timber, , TI<>ar {;akr vallt>y . . . 105 TRIAL LINES. Bct\'i·eeu 1 I mnbol Miles . . From junction of Yellow creek and Bear river, up Butte creek over the summit of the ''rim of the basin," near Medicine Butte, to a branch of the Little 1\fuddy, thence south and west to the mouth of Sulphur creek, thence up Bear river to Chalk Creek line ...... 41 From Passage creek to the summit of the Goose Creek mountains. . 80 From Ogden City, by wa.y of Ogden river, east summit of Wahsatch mountains, head of Lost creek, to Weber station (mouth of Echo creek) ...... 98 In the Uintah mountains, south of Chalk creek, and on Bear river. 30 From Sulphur creek, a tributary of Bear river, along the northern base of Uintah mountains to Henry's Fork, a tributary of Green river ...... GO From Henry's Fork to Fort Bridger ...... :. 35 From Fort Bridger across Big and Little Muddy Fork to summit of the "rim of the basin," thence north on the summit to Rock creek, thence easterly through Hodge's Pass and down Harris's Fork to its junction with Black Fork ...... 112 From Harris's Fork to summit of Divide, west of Green river. _. . 30 Reconnoissance of the sources of Harris's Fork and Smith's Fork (a tributary of Bear river,) and of Salt creek and John Day's river (tributaries of Snake river,) thence acr~ss the mountains to Big Timbers in Bear Lake valley...... 30 TRIANGULATIONS. From Big Bend of Truckee to Star Peak ...... _. ~ . . . . 90 From Star Peak to month of Heese river ...... · . . . . . 80 Total distance travelled by transit party, from time of leaving Humboldt Wells, June 28, until returning to Salt lake, Novem ber 17, includh1g surveys and excluding travel to and from camp ...... _...... _ .. _ • 950 Total distance travelled by exploring party, from time of leaving Humboldt Wells, June 28, till their arrival atSa.Jt Lake City, November 17, including surveys ...... __ . ___ . . 1,430 This report bring~:; the surveys up to January 1, 1868, and the follow ing is a·correct statement of the surveys made from January 1, 1868, to July 1, 1868, to wit: "Commencing at the last crossing of the Truckee river, at the town of Wadsworth, known as the "Big Bend" of the Truckee, 189 miles from Sacramento, the official location has been made to Two-mile caiion, a distance of 248 miles. This line runs from Wadsworth by Hot springs, along the west side of Humboldt lake, crossing the Humboldt river a few miles above the lake; thence up the east side of Humboldt river, by Humboldt City, \Vinnemucca, Mill City, Fairbanks, through Emigration calion, by Iron Point, Stone House, mouth of Reese river, Skull ranch, Shoshone Point, Bearrarrc Gate, and Gravelly ford, to the Twelve-mile calion, where it crosses the Humboldt river to the northerly side; thence up the river, through the canon, by Trout creek and Maggie's creek, to the Two-mile canon. The line between Humboldt Wells and Intlel)Cllllent Rllriugs has a1so • 32 REPOHTS OP PACIFIC RAILROAD CO~IPA~IES. I been finally located, mul the ~arne party is continuing the final location towards Salt lake. The company also has a corps of engineers engaged· in making final Joeation of the line across the promontory mountains, north of Salt lake and east and west of said mountablS. We are unable to state what progress this party has made, as no reports baye been received fTom it. The railroad and telegraph are being constructed on the line thus located. The co:;:t of the surveys made by this company, np to to .J nne 30, 1868, is $2'll, 181 68. Fifth. The ammmt received from passe11gPrs 011 the road for the year ending June 30, 1868, is $336,509 79. Sixth. The amount received from freight ou the road for the :yPar end ing June 30, 1868, is $1,012,348 00. Seventh. The expenses of the road and its fixtures for the y~m· ending J nne 30, J 868, are $600,269 28. . Eighth. The indebtedness ~f .the company is as follows: In United States government bonds ...... $7,340,000 00 State aid conYertible and fin~t mortgage ... __ ..... ___ . . J 4-, G22, 350 00 Notes of the company .. _...... _.... __ . ___ ...... ~~, 101 8G7 42 Personal accounts ...... _.... __ .... _...... _...... 1, 7!)8, 509 58 Total ...... · ...... __ ... _...... _ . . . . . 262 862, 727 00 ------STA'l'E OI<' C.ALIFURl'JIA~ County o.J Sat:ramento : .E. B. Crocker, being duly sworn, says that he is president pro tem. of the Central Pacific Railroad Company of California, and that the fore going report is true and correct. EDWIN B. CROCKER, Pres·ident pro tem. C. P. R. R. Co. Subscribed and sworn to before n.1e this 25th daT of November, 186B. [sEAL.] E. J. ROBINSON, Notary PubUc, Sacramento Co., State of Carijontia. No.3. OFFICE UNION PA.CIFIC H.AILW.AY, E.As'l'ERN DIVISION, St. Louis, September 22, 1868. SIR: In accordance with the 20th section ·of the act of Congress of July 1, 1862, entitled " An act to aid in the construction of a railroad and telegraph line from the Missouri river to the Pacific ocean, and to secure to the government the usc of the same for postal, military and other purposes," and the act amendatory thereof, approved June 25, 1868, I have the honor to make the following report for the Union Pacific Railway Company, eastern division, from the 1st day of Janu ary, 18G8, (the date to which my report of February 29, 1868, to the Secretary of the Treasury, extended,) to the 31st day of August, 18G8. First.-Names of stockltolders and tlteir places of rtsidence, so fa1· as knou:n. John D. Perry, St. Louis, Mo. James Archer, St. Louis, Mo. C. S. GreeJ,.y, St Louis, Mo. Hen7 Martin, Cincinnati, Ohio. Giles F. FillE-y, St. Louis, Mo. Gt-orge Partridge, St. Louis, Mo. Thomas L. Prire, Jefferson City, Mo. 0. D. Filley, St. Louis, Mo. S. M. Edgt>il, St. Lonis, Mo. John D. Locke, New York, N. Y'. Ad~Jlphus Meier, St. Louis, Mo. Horace Holton, St. Louis, Mo. J. P. Usher, Tl:'rre Hante, Indiana. Robert E. Carr, St. Louis, ::\lo . • HEPORTS OE' PACH'IC RAILROAD C9:\fPA~HES~ 33 Glover & Shepley, St. Louis, Mo. B. E. Smith, Columbus, Ohio. George D. Hall, St. Louis, Mo. J. H. Rhodes, Cincinnati, Ohio. A. C. Auderson, St. Louis, Mo. A. H. Lewis, Cincinnati, Ohio. D. B. Gale, St. Louis, Mo. J. R. Swan, Colum'bus, Ohio. James Smith, St. Louis, Mo. D. S. Gray and Jas. Meaus,'Columbus, Ohio. H. C. Creveling, St. Lou!s, Mo. Geo. H. Pendleton, Cincinnati, Ohio. "William Myers, United States army. A. L. Mowry, Cincinnati, Ohio. Shoemaker, Miller & Co., St. Louis, Mo. C. H. Kilgour, Cincinnati, Ohio. Leavenworth county, Kansas. Geo. \V. McCook, Steubenville, Ohio. H. M. Northrop, New York, N. Y. H. Bancroft, Columbus, Ohio. J. E. Thomson, Philadelphia, Pa. . S. Medbury, Columbus, Ohio. Seyfert, McManus & Co., Philadelphia, Pa. J. Loug·b, Columbus, Ohio. M. W. Baldwin & Co., Philadelphia, Pa. W. Failing, Columbus, Ohio. H. H. Houston, Philadelphia, Pa. C. P. Cassilles, Cincinnati, Ohio. William Thaw. Pittsburg, Pa. Ashbell Green. New York, N. Y. William P. Leach, Philadelphia, Pa. H. D. Bissell, Cincinnati, Ohio. Thomas A. Biddle, Philadelphia, Pa. Henry C. ~mith, Baltimore, Mel. E dward Miller, Philadelphia, Pa. George Burnham, Philadelphia, Pa. Wm. J. Palmer, St. Louis, Mo. \Vm. Rub bard, St. Louis, Mo. Edward Ely, Philadelphia, Pa. Alex. ,V, Harrey, ---. F. H. Jackson, Philadelphia, Pa. George J. Baker, ---. Chas. B. Lamborn, St. Louis, Mo. Thomas A. Scott, Philadelphia, Pa. .}. B. Anderson, Philadelphia, Pa. H. W. Wissman, St. Louis, Mo . Edward Miller, trustee, Philadelphia, Pa. James Means, Pittsburg, Pa. R M. Shoemaker, Glendale, Ohio. M. C. Shoemaker, Glendale, Ohio. Thomas L. Jewett, Steubenville, Ohio. Seth Evans, Cincinnati, Ohio. Alfred Gaither, Cincinnati, Ohio. G. Y. Roots, Cincinnati, Ohio. H. F. Jewett, Painesville, Ohio. 'J. H. Dickerson, Cinciiinati, Ohio. •J. N. Kinney, Cincinnati, Ohio. H. F. Strader, Cincinnati, Ohio . T homas Sherlock, Cincinnati, Ohio. Thomas F. Bartholow, St. Louis, Mo. 'Vm. Uimnison, Columbus, Ohio. J. E. Jacobs, ~t Louis, Mo. Wr11. H. C.lc,ment, Cincinnati, Ohio. Prederick vV. Downer. A. H. Barney, New York, N.Y. H. M. Alexander, New York, N. Y. 1 Andrew Gross, New York, N.Y. Johu 1< • Bartlett, Columbus, Ohio. L . Devinney, Cincinnati, Ohio. Danie~ Span·gler, Philadelphia, Pa. J. W. Kirk, New York, N.Y. F. A. Walker, Philadelphia, Pa. Larz Anderson, Cincinnati, Ohio. 'Villiam l\1. McPherson, St. Louis, ~fo. P. W. Strader, Cincinnati, Ohio. D.P. Morgan, New York, N. Y. J. M. Davison, Saratoga, N.Y. H . C. Swo.in, ---. J . Harshman, Dayton, Ohio. Ag,nes S. Kennedy, Philadelphia, Pa. Simon Gebhart, Dayton, Ohio. Charles J. Clarke, Pittsbt~trg, Pa. V. ·winters & Son, Dayton, Ohio. S. A. Stinson. B. L . & \Y. C. Brown, Columbus, Ohio. Secotzd.-N mnes of director ~ and ot!ter o..ffiars, and t!teir places of residence. DIRECTORS. John D. Perry, St. Louis, Mo. Thomas A. Scott., Philadelphia, Pa. Adolphus Meier, St. Louis, Mo. John McManus, Reading, Pa. Carlos S. Greeley, St. Louis, Mo. William H. Clement,.Cmcinnati, Ohio. ·william M. McPherson, St. Louis, Mo. H .. J. Jewett, Cincinnati, Ohio. Thomas L. Price, Jefferson City, Mo. OFFICERS. John D. Perry, president, St. Louis. Mo. A. Anderson, general superintendent, Law Adolphus Meier, vice prel':lident, St. Louis, Mo. rence, Kansas. Wm. J. Palmer, treasurer, St. Louis, Mo. J. M. Webster, general ticket and freight Charles B. Lamborn; secretary, St. Louis, Mo. agent, Lawrence, Kansas. S. F. Smith, auditor, St. Louis, Mo. Jno. P. Devereau, land commissioner, Law Jno. P. Usher, solicitor, St. Louis, Mo. rence, Kansas. T. F . Oakes, supply and purchasing agent, .st. Louis, Mo. Thi,rd. The amo;uut of stock snbscTibed, and the amount thereo f actu ally paid in. Total stock subscribed, $5,001,000 ; of .., rhich there has been issued (full paid) $:3,616,000. Stock paid np bnt not issued, $2)385,000. Ex. Doc. l0-3 34 REPORTS OF PACIFIC RAILROAD COMPANIES. Fou/rth. Surveys and line of definite location. The company have con tinued the surveys projected and carried on in 1867, and reported in full in my report to the Secretary of the Treasury February 29, 1868. The line of the 35th parallel to San Francisco and San Diego has been thoroughly surveyed, and additional lines have been run during the present year from Fort Wallace, Kansas, to Denver, Canon City, and via San Louis Park to Albuquerque, on the Rio Grande. The line of the company's road has been defi-g.itely located to Po~d creek, near the military post of Fort Wallace, 420 miles west from the initial point, and the road is now completed and in operation 405 miles. The cost of the surveys beyond Fort Wallace, begun in 1867 and still in progress, has been about $225,000. Fifth. Gross receipts of the company for the transportation of passen gers ti·om January 1 to August 31, 1868, (eight months,) $388,662 64. Sixth. Gross receipts of the company for the transportation of freight 'fi·om January 1 to August 31, 1868, (eight months,) $707,847 29 ; mis cellaneous, $12,28~ 70. Seventh. The expense of constructing the road, its fixtures, rolling stock, &c., completed and to be completed, furnished and to be furnished, is at and after the rate of $50,000 per mile of the bonds and stock of the company. Eighth. The following is a statement of the indebtedness of the company, setting forth the various kinds thereof : 30-year fii·st mortgage bonds on 380 miles, main lin~, at $16,000 per mile ______: ______~ ______. __ . .. . $6, 0~0, 000 30-ycar United States bonds on 380 miles, main line, at $16,000 per mile .. ______.. ______.______G, 080, 000 50-year jncome bonds, third mortgage on main line, second mortgage on branches, bearing currency interest at seven per cent., payable after five years out of net Ravjngs $10,000 per mile _. _____ . _____ . _. __ .. ______. .1 0, ()80, 000 30-year first mortgage bonds on Leavm :worth branch, 31 mHes, interest 7 per cent. currency ____ . __ _._ . _____ . __ __ uOO, 000 Land grant mortgage bonds, lands between 140th and 240tb mile posts, interest 7 per cent. currency______· :~tn , 000 Other liabilities ______. ______. ______. __ _. _ 464, 000 Respectfully submitted: JOHN D. J >ERRY, President. Hon. 0. H . BROWNING, Secretary of the Interior, Washington, D. 0. STATE OF MISSOURI, City ancl County of St. Louis : Personally appeared before the undersjgned, notary public in aud for said county, John D. Perry, known to me to be the·identical person wb.o subscribed to, and was duly swor n to, the truth of the above statement. [SEAL.] T. F. OAKES, Notary Public. No.4. Sioux CITY AND. P .ACIFIC RAILHO.AD C oMPANY, OFFICE OE THE PRESIDEN'l', Blairstown, New J ersey, September 30, 1868. SIR: In conformity to the act of Congress approved June 25, 1868, I hereby make a return of the affairs of the Sioux City and Pacific Rail road and Telegraph Line, as follows, vi z ~ REPORT" O.F' PACIFIC RAILROAD COMPANIES. 35 1. The names of the stockholders, and their residences, as far as known. 2. The names and residences of the directors and officers of the com pany. 3. The amount of stock subscribed, and the amount actually pa 4. A' description of the line of road surveyed, of the lines thereof fixed upon for the construction of the road, and the cost of survey. 5. Amou~t received from passengers. 6. Amount. received from freight thereon. 7. Statem~bt of expenses of said road and fixtures. 8. Statement of indebtedness of said company, setting forth the various kinds thereof. Names of stockholders of the Sioux City and Pacific Railroad Company, and their residences September 29, 1868. John B. Alley, Lynn, Massachusetts. Hunt Bros, Scranton, Pennsylvania. Oakes Ames, N. Easton, Massachusetts. Springer Harbaugh, Pittsburg, Pa. Oakes A. Ames, N. Easton, Massachusetts. A. W. Johnson, Belfast, Maine. Oliver Ames, (second,) N. Easton, Mass. Davis Kimball, Boston, Massachusetts. Frank M. Ames, Canton, Massachusetts. David P. Kimball, Boston, Ma3sachusetts. Frank W. Andrews, Boston, Massachusetts. L. C. Kimball, Boston, Massachusetts. Ezra H. Baker, Boston, Massachusetts. William R. Kitchen, New York city. Mrs. Portius Baxter, Vermont. Charles A. Lam bard, Boston, Massachusetts. James H. Beal, Boston, Massachusetts. Ed win Lamsin, Boston, Massachusetts. John Bertram, Salem, Massachusetts. F. W. Lincoln, Boston, Massachusetts. D. C. Blair, Belvidere, New Jersey. Robert Manson, Cedar Rapids, Iowa. John I. Blair, Blairstown, New Jersey. S. W. Marston, jr, Boston, Massachssetts. James Blair, Scranton, Pennsylvania. C. H. McCormick, New York city. Robert Blair, Johnsonburg, New Jersey. Samuel Merrill, McGreggor, Iowa. Samuel Bradford, Boston, Massachusetts. C. G. Mitchell, New York city. Peter Butler, Boston, Massachusetts. Frederick Niekerson, Boston, Massachusetts Morris Brown, Cedar Rapids, Iowa. Joseph Nickerson, Boston, Massachusetts. George 'vV. Cass, Pittsburg, Pennsylvania. Thomas Nickerson, Boston, Massachusetts. John T. Cooledge, Boston, Massachuseotts. Page, Richardson & Co., Boston, Mass. Lyman Cook, ---. Myron Pardee, Oswego, New York. Roscoe Conkling, Utica, New York. J. C. Platt, Scranton, Pennsylvania. Gardner Colby and J M.S. Williams, Boston. P. W. Penhallow, Kittery, Maine. L. B. Brocker, Oswego, New York. George H. Preston, Boston, Massachusetts. P. S. Crowell and E. Dennis, Massachusetts. Charles Scribner, New York city, Thomas T. Davis, Syracuse, New York. John B. Silsbee, (estate,) Salem, Mass. Elias E. Davidson, Boston, Massach•setts. Joseph·H. Scranton, Scranton, Pa. William E. Dodge, New York city. Perry H. Smith, Chicago, Illinois. George Douglas, Cedar Rapids, Iowa. Platt Smith, Dubuque, Iowa. Delos De Wolf, Oswego, N. York. 'vVilliam Silvbr, Salem, Massachusetts. John Duff, Boston, Massachusetts. Samuel Sloan, New York city. Henry Farnum, New Haven, Connecticut. William L. Stone, ---. William H. Ferry, Chicago, Illinois. Moses Taylor, New York'city. Sew ail H. Fessenden, Boston, Massachusetts. S. L. Thorndike, Boston, Massachusetts. vVm. H. Gardnur, Boston, Massachusetts. James B. Titman, Sparta, New Jersey. Cbas. P. Gardnur, Bostou, M~;~.ssachusetts. Jno. B.TurnerandE.T.Watkins,Chicago, Ill. Wm. T. Glidden, Boston, Massachusetts. A. H. Troombly, Boston, Massachusetts. Glidden and Williams, Boston, Mass. James Vandeventer, Clinton, Iowa. Mrs. Emma l\f. Glidden, Boston, Mass. Charles E. Vail, Blairstown, New Jersey. Mrs. Kate C. Glidden, Boston, Mass. Sarah W. Walker, Cooperstown, New York. Henry B. Graves, Boston, Massachnsetts. W. W. Walker, Cedar Rapids, Iowa. Mrs. Francis R. Green, Cedar UapiJs, Iowa. C. E. Walker, Cedar Rapids, Iowa. Chas. B. Hazeltine, Belfast, Maine. William F. Weld, Boston, Massachusett:.s. R. G. Hazard, Peacedale, Rhode Island. Stephen M. \-Veld, Boston, Massachusetts. R. Hazard, Peaeedale, Rhode Island. Mrs. B. L. M. Williams, :Boston, Mass. J.P. Hazard, Newport, Hhode Island. Horace 'Williams, Clinton, Iowa. Franklin Haven, Boston, Massachusetts Wiiliam H. Wilson, Bost0n, Massachusetts. F. Haven,jr., Boston, Massachusetts. James F. Wilson, Fairfield, Iowa. S. Hooper & Co., Boston, Massachusetts. Sidney Dillon, New York city. W. H. Norton, Boston, Massachusetts. William B. Allison, Dubuque, Iowa. 36 REPORTS 0}.., PACIFIC RAILROAD COMPANIES. I JJi'rectors and o;tfwers of the Sioux City a·nd Padjic Railroa lHREC'fORS ELECTED AUGUST 5, 1868. OFFICERS. John I. Blair, Blairstown, New Jersey. John I. Blair, Blain;town, New Jersey, presi Oakes Ames. North Easton. Massachusetts. dent. William B. Allison, Dubuq~w, Iowa. William B. Allison, Dubuque, Iowa, viee W. W. Walker, Cedar Rapids, Iowa. president. Perry H. Smith, Chicago, Illinois. J. M. S. ·williams, Boston, Massachusetts, Joseph H. Scranton, Scranton, Pa. treasurer. D. C. Blair, Belvidere, New Jersey, W. W. Walker, Cedar Rapids, Iowa, secre William 1'. Glidden, Boston, Massachusetts. tary, chief eng·ineer, and general ag·ent. :F'. Nickerson, Boston, Massachusetts. · Charles E. Vail, Blairstown, New Jersey, assistant secretMY. EXECUTIVE COMMITTEE. John I. Blair. I W"illiam B. Allision. Oakes Ames. D. C. Blair. The amount of capital stock subscribed is ...... ·_...... $4,271,000 The amount actually paid in ...... ___ .... ____ ...... _ 1,676,400 DESCRIPTION OF THE LINE. The line of road commences at the initial point in Sioux City, Iowa, and runs by the most direct and practicable route ~o a point on, and in connection with, the Union Pacific railroad, about 48 miles west of Omaha, in Nebraska. The entir~ length of the line, as per map filed in the office of the Secre tary of the Interior, is about 101 miles, of which 69-1 miles, beginning at Sioux City, were complete Total ...... ___ . ______.. ____ _ 96,699 90 Expenses of opexating ... ·...... _... __ . _. _. ______53,184 98 43,514 92 REPORTS OF PACIFIC RAILROAD COMPANIES. 37 Statement of the expenses of the road and fixtures. The amount of expenditures for said road in use and the other tmder construction ·by contractors, including the telegraph line, right of way, depots and depot grotmds, lands and water fronts on the Missouri river, engineer ing, all the rolling stock, locomotives, passenger, freig·ht and hand cars, machine shops, car shops, turn tables, water stations, tools, and everything connected with the road, as per books of the company ...... __ .. __ ... _ $3,675,000 00 Less percentage retahwd from contractors. _. _...... 375,000 00 3,:wo,ooo oo DR.-Paymentcashpaidcollectedofstock- holders ...... $1,676,000 00 Amount paid received from sale of gov- ernment bonds ..... _. __ . _. _.. __ . ___ _ 632,969 05 .Amount assumed to receive from sale of government bonds ... ____ ._ ... ______. 162,229 93 Government bonds, applicable ...... ___ _ 317,000 00 2, 788,298 08 Balance due contractors as per books ____ ...... _... __ 511,801 02 Statement of the indebtedness of said cornpa.ny, setting forth the various Jcinds thereof: To indebtedness to stockholders for cash ... _.. ___ . . . . . $1,676,000 00 To United States government bonds received on 69~ miles road, accepted .. ___ ...... ______. _... . 1,112,000 00 Due contractors_ ...... _.. _...... _.. _. : __ ...' _. __ . 511,801 02 Amount of indebtedness, including amount due stock- holderR ...... _.... _.. _.. _... _ _. _..... ______3,299,801 02 The company has issued no stock certificates to the stockholders, neither have they as yet issued any of their first mortgage bonds. The company believe their road to he among the best in the country. The grades and curvatures, for business, are not excelled by any. The rails are of the best American manufacture, weighing from 56 to 60 pounds to the yard, nearly all30 feet long, with fish-joint connections, laid on hard- wood ties of the best qnalit;y, and. 2,640 ties to the mile. . · Their locomotives and rolling stock are uniform and mainly duplicates, all of the best workmanship and most approved kind. Five steamboats are running regularly from Sioux City up the upper Missouri to Fort Benton and other points 2,000 miles above Sioux City, receiving theh' freight from the railroad for Montana, &cL Some have made their third trip. The navigation above Sioux City is very good in comparison with that below. It is intended to have in the spring 10 or more steamboats to move the freight up the Missouri, which will increase the business of the road. The railroad from Dubuque is rapidly constructing across the State of Iowa to Sioux City; also, the railroad from Lake Superior to St. Paul, and from St. Paul to Sioux City. These connecting roads, opening to emigration and settlement so large a section of the best lands in the 38 REPORTS OF PACIFIC RAILROAD COMPANIES. country, will soon add additional States to the Union, and greatly increase the production and wealth of the country. All of which is respectfully submitted. . J. I. BLAIR, President Sio·u.x Oity and Pacific Railroad. Hon. 0. H. BROWNING, Secretary of the Interior, W(tshington, .D. 0. Sioux CITY AND PACIFIC RAILROAD Cp:MPANY, OFFICE SUPERINTENDENT AND CHIEF ENGINEER, Oeda.r Rapids, Iowa, Oct.ober 1, 1868. ' SIR: I have the honor to submit herewith the following report relative to the operations of this company: Sixty-nine and one-half miles-of the road, reaching from Sioux City to California Junction, together with six and one-half miles between the latter place and Missouri Valley, leased of the Cedar Rapids and Mis souri River Railroad Company, were put in ope~ation in March last. . The earnings from the time the -first section was opened for business in November, 1867, to this date, have been as follows: From freight ...... • ...... $44,156 14 From passengers...... 51, 407 79 · From telegraph ...... _ ...... 1, 135 97 Total ...... • ...... : ...... 96, 699 90 ----- The operating expenses for same time have been ...... $53,184 98 The company have now on hand and in good order the following rolling stock, viz: 6 first-cl~ss locomotives, 3 first-classpassenger coaches, 1 second-class passenger coach, 1 baggage, mail, and express car; 1 office car, 3 way cars, 25 box cars, 4 stock cars, 30 platform cars, 1.5 gondola or coal cars, 4 boarding cars, 12 hand cars. Contracts have been made for two more first-class locomotives and 20 more box cars. Additional rolling stock will be obtained as fast as the . business may require. · The road-bed and tra~k are in vm~y fine condition, and the company can do all the business that may offer safely and promptly. A large portion of the freight business the past season has been mer chandise and supplies bound to Montana Territory and the upper Mis souri river country. J\fost of the government supplies for the upper country have' been sent, as heretofore, by boat from St. Louis, and, as usual, several boats loaded for government have been lost. That portion of the road between California Junction and the inter section with the Union Pacific railroad near Fremont, Nebraska, a dis tance of about 31~ miles, is now in rapid progress on the line heretofore located and described in my last report. The track has been entirely completed from California Junction to the Missouri river, a distance of four miles. The grading of the remainder of the line to Fremont is so far advanced that ·it will all be completed during next month, and the track will probably be laid and :Q.nished during December. The right of way and land for all the stations have been secuTed, and also about a mile of river front along the Missouri, on each sid-e, at a cost of over $20,000. This was deemed necessary on account of the shifting nature REPORTS OF PACIFIC RAILROAD CO .. IPANIES. 39 - of the channel of the river, and the importance of controlling at all times good ferry landings, and also the channel when we build a bridge. A large and powerful ferry-boat, arranged with tracks, for carrying loaded cars across the river, is now completed and will be in operation within a week, or sooner if the landings can sooner be made ready. A very large outlay will be required to make permanent landings, and prevent the banks of the river from washing away. All the ties to complete the road are already on hand, and all the iron spike and fish-plates are either on hand or in transit. I knmv now of nothing to prevent the entire line of this company's road being completed and in sncces'sfnl operation within the next 90 day.. W. W. W ALKEI{, Sztperintendent ancl Chief Engineer. Hon. JOHN 1. BLAIR, President. Be it remembered, that on this 30th of September, 1868, personally appeared before the subscriber, a master in chancery of New Jersey, John I. Blair, of full age, who being duly sworn, upon his oath saith that he is the president of the Sioux City and Pacific Hailroad Company, and also that the facts, matters and things set forth in the accompanying report signed by him are true to the best of his knowledge and belief. J. I. BLAIR, President Siott:c City ctnd Pacific Railroad. Sworn and snbscribed before me at Blairstown, N.J., this 30th Sep tember, 1868. [SEAL.] M~~RSHAL HUNT, A Master in Chancery of Ne'w Jersey. No.5. The Uentral Branch Union Pacific Railroad Company, in pursuance of section 20 of the act of Congress approved July 1, 1862, entitled" An act to aid in the construction of a railroad and telegraph line from the Missouri river to the Pacific ocean, and to secure to the government the use of the same for postal, military, and other purposes," make the following report: First.-Tlw names of tlte stockholders and their places of residence. Ralph l\1. Pomeroy, Boston, Mass. William C. Wetmore, New York, N.Y. George S. Hale, Boston, Mass. Charles Gould, New York, N.Y. William C. Claflin, Boston, Mass. James C. Atwater, New York, N.Y. J. ,V, Brooks, Boston, Mass. William H. Scott, New York, N.Y. Nathaniel Thayer, Boston, Mass. 0. H. Palmer, New York, N.Y. Abraham Firth, Boston, Mass. • J. Freeman Tyson, New York, N.Y. \Villiam Milchen, Boston, Mass. G. E. Belcher, New York, N. Y Ginery Twitchell, Boston, Mass. E. E. Tredwell, New York, N. Y. A. C. Mayhew, Boston, Mass. A. S. Barnes, New York, N.Y. A. H. Batcheller, Boston, Mn.ss. Erastus Corning, Albany, N.Y. J. Prescott, Boston, Mass. B. T. Nichols, Newark, N.J. J. T. Manny, Boston, Mass. Daniel Ahl, Cincinnati, Ohio. Francis Dane, Boston, Mass. James H. Thorp, Fairfield, Conn. E. B. Phillips, Chicago, Illinois. William H. Thorp, Fairfield, Conn. W. Butler Duncan, New York, N.Y. S. Lenox Tredwell, Fairfield, Conn. Henry Day, New York, N.Y. Andrew S. Thorp, Fairfield, Conn. John A. Stewart, New York, N.Y. Henry S. Thorp, Fairfield, Conn. ClementS. Parsons, New York, N.Y. Andrew Thorp, Fairfield, Conn. Effingham H. Nichols, New York, N.Y. Samu-elS. Roland, \Vaerton, Conn. 40 REPORTS O.F ACIFIC RAILROAD COMPANIES. Second.- Tlte namfs and usidences of the directors and ather o.tficers of the domJlflfl'!/· OFP'ICER~ . President. Secretary. Ralph 1\f. Pom~roy, Boston, Mass. Th Vice-president. Engineer. William C. Wetmore, New York city. 0 . D. Gann, Atchison, Kansas. Treasurer. Superintendent , Effingham H. Nichols, New York 1·ity. (Vacant.) Directors. Ralph M. Pomeroy, Boston, Mass. ClementS. Parsons, New ·York, N.Y. George S. Hale, Boston, Mass. James Wadsworth, New York, N.Y. Ginery Twitchell, Boston, Mass. E. B. Phillips, Chicago, Ill. William C. Wetmore, New York, N.Y. Richard A. Parl{s, Atchison, Kansas. Effingham H. Nichols, New York, N.Y. Benjamin :F. Stringfellow, Atchison, Kansas. John A. Stewart, New York, N.Y. (One vacancy.) Henry Day, New York, N.Y. Third. Tl10 amount of stock ~ubscribed and the amount thereof actually paid in. A. The amount of stock actually subscribed is $1,000,000; the amount of stock actually paid in is $746,900, and the residue, to wit, $253,100, is now called for, and it is expected that the ~ame will be paid in forth with. Fou/rth. A description of the lines of road surveyed, of the lines thereof fixed upon for the construction of the road, and the co t of surveys. A. The 100 miles now completed starts at the city of Atchison, on the 'vest bank of the l\fissouri river, and runs thence "westerly by the most direct and practicable route" to the town or village of V\TaterYil1e. For a full description of this 100 miles reference is made to the map heretofore filed in your department, showing with acmu·acy the lines of said road. With reference to the lines for future construction, it is the ptu·pose of this company to extend said road to a connection with the Union Pacific, at the lOOth meridian of ·west longitude, as contemplated by the acts of Congress, or at some nearer point, west of Fort Kearney. Surveys have already been made, one connecting at or near Fort Kearney, one at or near Plumb creek, and one at or near the 100th meridian. With refer ence to the cost of surveys, we report that the cost of engineering was $51,621, but we have no means of separating the cost of surveying tllere from . Fifth. The amount received from passengers on the road. A. Owing to the road being in the hands of the contrac.tor and 'vorked by him up to the 1st day of February, 1868, 've are unable to rend.er account of earnings pre·dous to that date. The actual amount received from passengers fi·om 1st February, 1868, to 1st August, 1868, being a period of six months, was $12,597 89. . Sixth. The amount received frOJ.\l freights thereon"? A. The actual amount received for freight, from tlw 1, t February 1868, to the 1st of August, 1868, being a period of six months, was $19,992 16. Seventh. A statement of the expense of said road and its fixtur~s. A. The actual cost of said road, including fixtures, rolli11g stoclr, &c., is $3,723,700. HEPORTS OF PACII<'IC RAILROAD COMPANIES. 41 Eighth. A statement ofthe indebtedness of said 90mpany, setting forth the various kinds thereof. A. Total amount of indebtedness is $255,597 17-which indebtedness is made up of the following "various kinds," viz: Borrowed money, amounts due for railroad iron, freights, rolling stock, and balance of con~ struction. · All of which is respectfully submitted. THOMAS 1\II. SOTHER, Secretary. Hon. JOHN I. BLAIR, President. CITY AND COUNTY OF ST. LOUIS, STATE OF MISSOURI, ss : Ralph M. Pomeroy, of the city of Boston, State of Massachusetts, · being duly sworn, doth depose and say that he is pr,esident of the Cen tral Branch Union Pacific Railroad Company; that he has read the fore going report, and that, to· the best of his know}edge and belief, the various matters therein set forth are true. · R. M. POlVIEROY, President. Sworn to and subscribed before me, a notary public within and for the county of St. Louis, and State of Missouri, in office the 30th day of September, 1868. [SEAL.] JOHN F. LONG, Nota·ry Public. No.6. ANNUAL REPORT OF THE WESTERN PACIFIC RAILROAD COMPANY, OF CALIFORNIA, TO THE SECRETARY OF THE INTERIOR, FOR THE SIX MONTHS ENDING JUNE 30, 1868, 'rHE ANNUAL REPORT FOR THE YEAR ENDING DECEMBER 31, 1867, HAVING BEEN MADE TO THE SECRETARY OF THE TREASURY OF THE UNITED STATES. F-irst.-Narnes and residences of stockltolders. Charles vV. Sanger, San Francisco, Cal. Charles Crocker, Sacramento, Cal. Santa Clara County, Cal. E. B. Crocker, Sacramento Cal. A. P. Stanford, San Francisco, Cal. Leland Stanford & Co., Sa Second. rrhe names aud residences of the directors and aU officers of the company are as follows : Directors. Secretary. Leland Stanford, Sacramento, Cal. E. H. Miller, jr., Sacramento, Cal. Mark Hopkins, Sacramento, Cal. E. B. Crocker, Sacramento, Cal. Treasurer. Charles Crocker, Sacramento, Cal. E. H. Miller, jr., Sacramento, Cal. Mark Hopkins, Sacramento Cal. "A. P. Stanford, San ·Francisco, Cal. C. P. Huntington, New York, N.Y. Acting chirf engineer. President. S. S. Montague, Sacramento, Cal. ·Leland Stanford, Sacramento, Cal. Attorney and general agent. Vi-ce-president. E. B. Crocker, Sacramento, Cal. C. P. Huntington, Kew York, N.Y 42 REPORTS OP PACIFIC RAILROAD COMPANIES. Third. The amom1t of stock subscribed is $881,100, and t,he amount thereof actually paid in is $881,100. l!'o'ltrth. For a description of 'the lines of road surveyed, and the lines thereof :fixed upon for the construction of the road to Jannary 1, 1868, we would respectfully refer to the former annual reports of the company, made to the Secretary of the Treasury ; in addition thereto the following surveys have been made. The company has been engaged since January last in surveying the line for the :final location of its railroad and telegraph upon the whole length of the uncompleted portion, and the work of grading has been prosecuted during the season and is far advanced towards completion. The line commences at the terminus of the Cen tral Pacific Railroad at the foot of K street in the city of Sacramento, thence along Front and R streets in the city and easterly to the town of Brighton; thence southerly, crossing the Cosumnes at Hicks's Ranch, crossing Dry Creek near the town of Liberty, and Mokelumne river about two miles above Woodbridge; thence in a direct line to the city ,of Stockton; thence to the crossing of the San J-oaquin river near John son's ferry; thence to Livermore Pass by Pleasonton to the end of the track in Alameda canon. The grading is nearly completed from Sacra mento to Stockton, and the grading from the · end of the track in Ala meda canon to the valley of the San Joaquin is in an advanced state. In a few months the whole of the unfinished portion will be graded · ready for the track. · Fifth. The amount received from passengers on the road is nothing, the road not having been in operation. Sixth. The amount received for freight on the road during the year is nothing. Seventh. The ex:rense of said road and its :fixtures for the year is noth ing. Eigl~th. The indebtedness of the company is as follows: In bonds of the company __ ...... $211,000 00 For bonds of the United States government ...... · 320,000 00 531,000 00 There is also an unsettled indebtedness to contractors for g:rading. T.1ELAND STANFORD. STATE OE' CALIFORNIA, County of Sacramwnto, ss: Leland Stanford, being duly sworn, says that he is the president of the Western Pacific Railroad Company, aiHl that the foregoing report is true and correct. LELAND STANFORD. Subscribed and sworn to before me this 15th day of September, 1868. [SE.AL.] . . CHARLES J. TORBERT, Notary Public ,in (tnd for Scwramento County, State of Oal{fornia. No.7. SlR: ~have the honor to submit the following report of the transac tions of the Northern Pacific Railroad Company for the past year : In the spring of 1867, the engineer-in-chief, Edwin F. Johnson, esq., was instructed to organize a corps of engineers, and commence the sm: veys of the road. Two divisions were organized, the eastern or Minne sota division, extending from Lake Superior west, was placed in charge REPORTS OF PACIFIC RAILROAD COMPANIES. 43 of General Ira Spaulding, and the Pacific or Washington division in charge of General James Tilton. The surveys were commenced in July, 1867, and were continued until mid-winter, when in consequence of the inclemency of the weather they were suspended. Nearly 600 miles were surveyed on the eastern division, and ,explorations were made in Dakota territory as far as the Great Bend of the Cheyenne river. A vast belt of country has been examined and much valuable infor mation obtained in relation to the c(nmtry through which the line will pass. The views of the engineer-in-chief, heretofore given to the board of directors, as to the favorable eharacter of the country for railway construction and operation, the value of the lands for agricultural pur poses, and the availability and capacity of the harbors on Lake Superior, have been fully sustained by these surveys. The table land south and west of Lake Superior will be attained with grades not exceeding a maximum of 40 feet per mile, and it is probable that on a careful location.this maximum may pe reduced to 30 feet per mile, without unreasonable cost. On the western or Pacific division most satisfactory results have been attained. The doubts which have hitherto been entertained as to the passes through the Cascade or Coast range of mountains have been removed, and it is now ascertained that a favorable line can be found through either of three of the principal passes, and ,with admissible grades. The surveys have not been continued the past season, for lack of a military escort, which it was found impracticable to obtain, and ~ithout which surveying parties could not be kept in the field. The following report of the engineer-in-chief will show the progress made by the several parties in the field, and the general characteristics of the route surveyed: "SrR: in response to the request for a statement relative to surveys made and work done by the engineer's department of the Northern Pacific Railroad Company, I have the honor to state- " That two of the principal divisions of the road were organized in June of last year, under my supervision. General Ira Spaulding was placed in charge of the Minnesota division fi'om Lake Superior to the Dakota line, and General James Tilton of the Pacific or Washington division, including the territory of Washington and State of Oregon. "The remoteness of the latter division prevented operations in the field being commence~]. upon it before some time in August next following. Upon the Minnesota division they were commenced early in July. The surveys thus far made have been confined principally to these two divisions. Upon the for~er division (the Minnesota) two separate lines have been run from Lake Superior to the Red· river or to the · east line of Dakota. These lines proceeded from different points on Lake Supe rior. One had its commencement or terminus at Superior harbor, at the western extremity of the lake. From thence its course was west erly, crossing the Mississippi river near the French Rapids, about 12 miles above Crow Wing; thence to the south of and near to the Otter Tail · lake, and pursuing the same general course intersected the Red river at a point between Fort Abercrombie and the mouth of the Sioux Wood river. "The other or south line was commenced at Bayfield, opposite the Apostle islands, about GO miles to the east of Superior City, and from thence it pursued a southwesterly cou~se for 14 miles to Pleasant Bay, which is near the head and within the limits of the larger Chignamigon bay; thence its conrse was wester1y to a point where a branch connec- 44 H.EPORTS OF PACIFIC RAILROAD COMPANIES. tion can conveniently be found with Superior, the latter distant 18 miles; from thence its course was direct to the Mississippi, crossing the river at St. Cloud, near the Sauk Rapids. From St. Cloud itR course was northwesterly along the Sauk valley, passing Sauk Centre and near to Alexandria and Lightning lake to the Sioux Wood river, a little above or to the south of where that river joins the Otter Tail river to form the Red river. Both of the lines described have such a direction on approaph ing the Red or Sioux vVood rivm~s, that when continued westwardly they will pass to the south of and near to the Sheyenne river in Dakota. From the crossing of the Sioux Wood and Red rivers there is a natural navigation by the 1latter northward into the British possessions for river steamers. The Mississippi is also navigable for Rome distance each way from the two points of crossing. "Upon the two lines as described the distances and elevations are as follows. The elevations are given from the mean level of Lake Superior, which is 600 feet, very nearly, above the sea: Distance from Lake Elevatlou. Superior. ------1---- Miles. Feet. North or Crow Wing line: . Divide of the Mississippi and Lake Superior waters ...... 26 537 Line of Lake Superior and Mississippi railroad survey ...... 32 558 Crossing of Mississippi river .....••..••...•..•...... •. 112 552 Divide of waters of Mississippi and Red rivers ...... 16:.! 820 Crossing of Red river. . • ...... 232 33l South or St. Cloud line: :Bayfield to Pleasant bay ...... •.. 14 Line of St. Croix and Superior railroad, (old line) ...... 83 600 Divide Superior and Mississippi waters ...... '106 620 Line Mississippi and Superior railroad, Minnesota ...... •...... 121 480 280 850 33L . 34(i ~~~~:~~~~ii!~;~~;~~~r~:z~:r~~~;;~ ~:: ~ ~: ~ ~::: ~: ~ ~ ~::: ~:::: :·: ::::::::::::::1 !!00 400 I " The aggregate of the two lines is 563 miles, but the miles actually Sluveyed were very. much greater than that, because of the wooded character of the country for most of the distance, and the numerous small lakes and ponds making frequent changes in direction andre tracings necessary. "Cost of constnwtion.-The estimate of the cost of construction of the. two lines is given by the chief engineer of the division as follows. The estimate is exclusive of grounds, expenses of the company, and cost of telegraph, and is based upon ruling prices iu Minnesota last year: " ·North or Crow Wing Une.-Distance, 232 miles; cost, $7,967,000; av- erage per mile, $34,357 48. . · "South or S~. Cloud line, fro?n Pleasant bay.-Distance, 317 miles; cost, $11,815,000; average per mile, $37,236 05. "The alignment is a favorble one on both routes. The maximum gradi ents will not exceed 30 to 40 feet to the mile, and are of very limited ex tent. The Cluvecl positions will not constitute more than one-seventh of the entire distance, with a minimum radius of 1,200 to 1,500 feet. "From Lake Superior to Dakota the country may be described as a vast plain sufficiently diversified in its surface to afford a good drainage, with no impracticable ridges or deep valleys to be encountered, and thii is the general character of the country for some hundred miles further to the m~mntains. From Lake Superior to the Mississippi the country is nearly all wooded, the growth being a large portion of it pine on both of the lines with other forest trees, excepting the hemlock and cedar was rarely seen. West of the Mississippi the prairie region ma.y be said to commence and the timber gradually disappears, and on reach- REPORTS OF PACIFIC RAILROAD COMPANIES. 45 ing the Hed river and beyond throughout Dakota it i~ confined to the vicinity of the water-courses. The tamarac or larch is abundant on both sides of the lVlississippi, from the lake to the Otter Tail river, and will supply ties for the road to such point a~ timber rea1'pears again in quantity at the west. "The country traver!:led by the surveys is ftworable for settlement both as to its soil and climate. Indian corn matures throughout the valley of the Red river, and all of the cereals and many other vegetables grow there in gT0at perfection. Information derived from reliable Hources est.c'tblishes the fact that wheat, barley, potatoes, and a variety of other vegetables, are reliable crops so far north as the latitude of 5;')0 , at the eastern base of the mountains. · "Washington division ..-The surveys upon thi~ division have thus far been confined to an examination of the Cascade rarige of highlands, with a view to a knowledge of the practicable passes, and their actual eleva tion as derived from spirit-level measurements. "The entire range has been examined from the Columbia 1·iver on the:.• sottth to the international boundary or the valley of the Skagit on the north. Within this distance are six passes, the Cowlitz or PackwoodR, the Nacltess, the Yakima~ the Snoqualmie, Oadys, and the Skagit, situa ted in the order named; the last five of which are north of W. Hanier, and all of them available on direct lines leading from the waters of Puget som1d eastwardly to the Columbia at the mouth of the Yakima and above. The actual elevation of only three most eligible of these passes ha~ as yet been ascertained, viz: the Cowlitz or Packwoods, 2,600 fPPt above the sea; the Snoqualmie, 3,030 feet, and Cadys, 4,800 feet. "From all of thc~e passes the descent westward to the waters of the sound is more rapid tha11 in t.he other direction. This descent is the greatest in the 'icinity of the pasf.ies, but the mea!:ltuements made indi cate that it will not probably exceed 80 to DO feet per mile for 13 to lf> miles from each. · "The charter of the company contemplate~ the crossing of the range by the main line of their road, and provides for a branch to Portland, Oregon, which, passing down the valley of the Columbia, avoids the range altogether. No opinion can be giYen of the pas~ proper to be ·elected for the road until surveys haYe been made crossing the Columbia plain, and the position of the line through 1rorthe.rn Idaho is determin0u. " The waters of Puget sound are remarkable for their extent and depth and freedom fi'om the usual (l:mgers to navigation, and the number of good harbors they afford to ocean vessels. Extending as they uo 150 miles into the heart of the Territory, gives to the company a wide range for a choice in fixing the terminus of their road. The country in the vicinity of the sound iH in general heavily timbered, and the timber, owing to the mildness of the ('li~ate, extends far up on the slopes of tlw mountain.'. ''All through the tllret> pasRes named, at an elevation of 3,000 feet and over, the trees attain a height of 200 to 250 feet. "\Vashington Territory is rapidly adding to its population, and the same is true of Idaho, Mou tana, and :Minnesota; Dakota also bids fair for the future, although at present a portion of it is 11ot ~o attractive to sPttlel\' as tb0 otl10r sectionf-i named. "Examinations ha\TC been made in the interests of the company of other portions of the route, but they have been explorations merely and not surveys, and afford no basis for a close estimate of cost, or a definite statement of the alignment of the road. They justify, however~ fully, as far as they go, all that wa. set forth in my report to the company in November last, as to tlte general character of the country from Lake 46 REPORJ:S 01!, PACIFIC RAILROAD Superior to the Pao-i:t:ic, and the character of the road that may be oon structed over it. ''Respectfully submitted. "EDWIN F. JOHNSON, "Engineer-in-Chief Northern Pacific Railroad. "Ron. 0. H. BROWNING, "Secretary of the Interior, Washington, JJ. 0." No change has been made in the board of directors the past year, except in the election of Ron. A. S. Divin, of New York, in place of Robert A. Burdell, esq., resigned. The following gentlemen constitute the board, viz : F. Gregory Smith, St. Albans, Vermont, President. Benj. P. Cheney, Boston, Massachusetts. James C. Converse, Boston, Massachusetts. Onslow Stearns, Concord, New .llampshire. William B. Ogden, Chicago, illinois. J. Edgar Thompson, Philadelphia, Pennsylvania. Geo. W. Cass, Pittsburg, Pennsylvania. A. S. Divin, New York. William G .. Fargo, Buffalo, New York. Thomas H. Canfield, Burlington, Vermont. Philander Reed, New York. L. D. M. Sweet, Portland, Maine. Richard D. Rice, Augusta, Maine. A. H. Barney, esq., New York, Treasurer. Respectfully submitt€d : J. GREGORY SMITH, President Northern Pacific Railroad Company. ST. ALBANS, VERMON1', October 24, 1868. No.8. ANNUAL REPORT OF THE ROUTHERN PACIFIC RAILROAD COMPA~Y TO THE SECRETARY OF THE INTERIOR OF THE UNITED STATES. First. The following are the names of the stockholders of said Com.. pany, with their.places of residence: Lloyd Tevis, San :Francisco, Cal. Estate of B. W. Hathaway, ( dec'd,) lato of C. J. Hutchinson, San Francisco, Cal. San Francisco, Cal. B. G. Lathrop, San Frandisco, Cal. T. G. Phelps, San Mateo, Cal. J. B. Cox, San Francisco, Cal. \V. S. Rosecrans, Cincinnati, Ohio. John F. Sears, San Francisco, Cal. Wm. T. Coleman, New York, N.Y. L. Upson, San Francisco, Cal. B. D. Murphy, Santa Clara county, CaL W. B. Carr, San Francisco, Cal. James P. Luce, New Albany, Ind. T. R. Shannon, San Francisco, Cal. Edgar Mills, Sacramento, Cal. Charles Mayne, San Francisco, Cal. Charles F. Reed, Yolo county, Cal. Lewis Cunningham, San Francisco, Cal. Second. The following are the names of the directors and all other offi cers of the said company : Directors. President. 'f. G. Phelps, San Mateo, Cal. T. G. Phelps. B. G. Lathrop, San Francisco, Cal W. B. Carr, San Francisco, Cal. Secretary. T. B. Sbaunon, San Francisco, Cal. Lloyd TeYis. Lloyd Tevis, San Francisco, Cal. Lewis Cunningham, San Francisco, Cal. Treasurer. Edgar Mills, Sacramento, Cal. Edgar Mills. REPORTS OF PA CIFIC RAILROAD COMPANIES. 4 7 Third. The amount ~:;ubscrihed of the capital stock of the said company is 18,000 shares, of $100 eaeh, amounting to $1,800,000. The amount actually paid in on the said capital stock is $72,000. Fourth. The following is a description of the lines of the road Qf said company surveyed, and of the lines thereof fixed upon for the construc tion of theroad : Up to this date but few .lines have been Hurveyed, and only so much as were necessary to comn1ence and carry on the. construction of that por-. tion of the railroad of the company lying between the towns of San Jose and Gilroy, in the county of Santa Clara. The line thus surveyed and finally located is thirty mile5 in length, and runs in nearly a direct line between these points. The work of grading that portion of the road of the company is rapidly progressing, and will soon be completed. The iron for laying the track on this portion of the line has been purchased and shipped, and is now on its way to San Francisco, and the company confidently expect to haYe the said 30 miles between San Jose and Gilroy completed on or beforQ the 1st day of April, 1869. The company has not deemed it necessary, up to this date, to prosecute any surveys beyond Gilroy, as for a long distance beyond the line will run through valleys which need surveys .only as the work progresses. The actual cost of the surveys up to this date is $1,829 50. Fifth, sixth, seventh. As no portion of the railroad of the company is yet completed or in running order, no amounts have been received frou1 passengers or for freight, and no expenses haYe been incurred in run ning or operating the same. Eighth. The following is a ~tatemeut of the indebtedness of said com pany: The said company has issued to H. M. Newhall, Charles Mayne, and Peter Donahue, as trustees for its bondholders, 480 bonds for $1,000 each, amounting to $480,000, dated July 1, 1868, and payable 30 years from date, with interest at the rate of six per centum per annum, and . paid to said parties upon a contract· for the construction of that portion of the railroad Qf said company between San Jose and Gilroy. These bonds are secured by a mortage upon said portion of said railroad. No reports have been made to the company from its engineers or offi- cers. T. G. PHELPS, Pre8'ident of 8outhern i'CIJCijic Railroad Company. STA.'l'g Ol<' 0.ALIF011,NI.A, Oity and County of 8an Francisco, ss: Timothy G. Phelps, being duly sworn, says that he is the president of t he said Southern Pacific Railroad Company, and that the foregoing report and statement by him subscribed is true and correct, according to the best of l1is knowledge, information and belief. T. ·G. PHELPS. SubHcribed aud swon1 to before me, Henry Haight, a notary public, and as such authorized to administer oaths, this 11th day of September, 1868, as witness my hand a11d official seal. rsE.AL.l HBNRY HAIGHT, Notary Public.